JP2009104384A - Input operation apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an input operation apparatus capable of improving operability for driving. <P>SOLUTION: In the input operation apparatus 1, a knob 7 is arranged on a position which a finger F of an operator OP reaches while a palm P of the operator OP is supported by a palm rest 6. Thereby, the operator OP can operate the knob 7 while the palm P is supported by the palm rest 6. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an input operation device used for operation of a vehicle.

Conventionally, for example, Patent Document 1 discloses an input operation device having a structure in which driving operations such as acceleration / deceleration and steering during driving of a vehicle such as a vehicle are simplified. The input operation device includes an armrest that supports a part of the driver's forearm, and a grip that is rotated by the driver while the forearm is supported by the armrest. The grip can be turned left and right around an axis line in a direction along the driver's forearm, and can be turned up and down around an axis line in the left and right direction perpendicular to the driver's forearm. In this configuration, when the grip is turned to the left, the vehicle turns to the left, and when the grip is turned to the right, the vehicle turns to the left. Further, when the grip is rotated downward, the vehicle is accelerated, and when the grip is rotated upward, the vehicle is decelerated.
JP 2007-128243 A

  However, in the above-described conventional configuration, the grip is operated by the rotation of the driver's wrist, and therefore, the portion beyond the driver's wrist can be freely moved with respect to the armrest. For this reason, when driving the vehicle, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, the driver's posture collapses, so the part ahead of the driver's wrist Therefore, there is a concern that an input operation intended by the driver is performed.

  The present invention has been made in view of such circumstances, and an object thereof is to provide an input operation device capable of improving operability during driving.

  In the first aspect of the present invention, the input operation device used for driving the vehicle includes a palm rest that supports at least a part of the palm of the driver, and the palm of the driver on the tip side of the palm rest. And an input operation unit that is provided at a position where the driver's finger can reach while being supported by the palm rest and is operated by the driver's finger.

  According to the present invention, since the input operation unit is provided at a position where the driver's finger can reach in a state where the driver's palm is supported by the palm rest, the driver can input the operation unit while the palm is supported by the palm rest. Can be operated. For this reason, it becomes possible to stabilize the posture of the part beyond the wrist with respect to the input operation unit, and when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly Thus, it is possible to prevent the posture of the driver OP from collapsing and the part ahead of the driver's wrist from moving freely. Therefore, the operability during operation of the input operation device can be improved.

  In addition, as described in claim 2, if the input operation unit is arranged apart from the palm rest so that the driver's finger can be inserted between the palm rest and the input operation unit, the palm rest and By inserting a finger between the input operation units, the driver can put the finger on the tip of the palm rest without touching the input operation unit. For this reason, when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, the driver puts his finger on the tip of the palm rest without touching the input operation unit. The driver's posture can be maintained. Therefore, the operability during operation of the input operation device can be improved.

  Here, as described in claim 3, the input operation unit includes a first axis line along the driver's forearm in a state where the palm is supported by the palm rest, and a first axis orthogonal to the driver's forearm. It is also possible to provide a rotation operation around two axes.

  In this case, the input operation unit is provided so as to be rotatable around the first axis along the driver's forearm in a state where the palm is supported by the palm rest, so the driver twists the input operation unit with his / her finger. Thus, the input operation unit can be operated with the palm supported by the palm rest. Further, since the input operation unit is provided so as to be rotatable around a second axis perpendicular to the driver's forearm, the driver presses the input operation unit with his / her finger so that the palm is supported by the palm rest. The input operation unit can be operated in a state where As described above, it is possible to rotate the input operation unit around the first and second axes while stabilizing the posture of the part beyond the wrist with respect to the input operation unit. Can be improved.

According to a fourth aspect of the present invention, the input operation unit preferably has a circular cross section centered on the first axis.
In this way, since the input operation unit has a circular cross section centered on the first axis, driving from the first axis is possible regardless of the position of the driver's finger on the circumference of the input operation unit. The distance to the position of the person's finger is substantially constant. For this reason, the operation force required for the rotation operation around the first axis is constant regardless of the position of the finger with respect to the input operation unit. Therefore, even when the position of the finger relative to the input operation unit is changed so that the driver can easily operate the input operation unit according to the posture and physique of the driver, the input operation unit Can be operated with a constant force, and the operability of the input operation device can be improved.

  Furthermore, if a plurality of recesses are provided on the surface of the input operation unit so as to be spaced apart from each other in the circumferential direction around the first axis, the driver hooks the finger on the recess. Thus, the input operation unit can be reliably operated around the first axis. Therefore, the operability of the input operation device can be improved.

  In addition, as described in claim 6, the outer shape of the palm rest is such that at least a part of the palm of the driver is placed on the upper surface of the palm rest so that the driver's finger can reach the lower surface of the palm rest. By setting to, the driver can grip the palm rest. For this reason, when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, the driver holds the driver's posture quickly by grasping the palm rest Thus, it is possible to prevent the part ahead of the driver's wrist from moving freely. Therefore, the operability during operation of the input operation device can be improved. In addition, since the driver's posture can be held quickly by gripping the palm rest, the safety of the vehicle can be improved.

  According to a seventh aspect of the present invention, a speed adjustment lever for adjusting the speed of the vehicle is provided at a position where the driver's palm is supported by the palm rest while the driver's palm is supported by the palm rest. If provided, the driver can adjust the speed of the vehicle by grasping both the palm rest and the speed adjustment lever, and the operability of the input operation device can be improved.

  According to another aspect of the present invention, the vehicle includes a control unit that decelerates the vehicle based on the operation of the speed adjustment lever, so that the driver decelerates the vehicle by grasping both the palm rest and the speed adjustment lever. be able to. Therefore, for example, when the vehicle is suddenly stopped, the driver can intuitively decelerate the speed of the vehicle by grasping the palm rest and the speed adjustment lever. Therefore, the input operation device can be operated more intuitively, and the operability of the input operation device can be improved.

According to a ninth aspect of the present invention, the control means can decelerate the vehicle according to the number of times the speed adjusting lever is gripped.
In this case, the vehicle is decelerated according to the number of times the speed adjusting lever is grasped, so that the driver can sensuously grasp the degree of the speed of the vehicle according to the number of grasps. Therefore, it becomes possible to operate the input operation device sensuously, and the operability of the input operation device can be improved.

  According to a tenth aspect of the present invention, the control means is configured to execute a plurality of types of speed adjustment modes in accordance with a grip amount of the speed adjustment lever, and corresponds to each speed adjustment mode. It is possible to provide an urging means for urging the speed adjusting lever stepwise in a direction opposite to the operation direction so that the operation force in the range of the set grip amount is different.

  According to this configuration, the driver can sensibly determine the speed adjustment mode corresponding to the grip amount by the operation force required for operating the speed adjustment lever. Therefore, the input operation device can be operated more intuitively, and the operability of the input operation device can be improved.

  Further, according to the eleventh aspect, the control means can change the speed of the vehicle at a preset ratio in accordance with a time for which the speed adjusting lever is gripped.

  In this way, since the speed of the vehicle changes at a preset rate according to the gripping time of the speed adjustment lever, the driver holds it by adjusting the time to grip the speed adjustment lever. The speed of the vehicle can be changed by the speed according to the time. Therefore, the driver can operate the input operation device more intuitively by adjusting the time for which the speed adjustment lever is gripped, and the operability of the input operation device can be improved.

According to a twelfth aspect of the present invention, the control means can change the speed of the vehicle at a rate set according to a grip amount of the speed adjustment lever.
According to this configuration, since the speed of the vehicle changes at a rate set according to the gripping amount of the speed adjustment lever, the driver can adjust the gripping amount by adjusting the amount of gripping the speed adjustment lever. The speed of the vehicle can be changed at a rate corresponding to the vehicle speed. Therefore, the driver can operate the input operation device more intuitively by adjusting the amount of gripping of the speed adjustment lever, and the operability of the input operation device can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the input operation device which can improve the operativity at the time of driving | operation can be provided.

Hereinafter, an embodiment in which the present invention is embodied in an input operation device for performing various traveling operations of a vehicle will be described with reference to the drawings.
As shown in FIG. 1 (a), the input operating device 1 is a general right side of the seat S on the vehicle right side (the back side in FIG. 1 (a)) and indicated by a two-dot chain line in FIG. 1 (a). It is provided at a position lower than the installation position of the steering wheel W. The input operation device 1 also functions as an armrest (armrest) for the driver OP seated on the seat S, and the main body cover 2 as a whole is substantially left and right in the vehicle front-rear direction (FIG. 1 (a)). It is formed in a vertically long shape extending in the direction). The upper surface 2a of the main body cover 2 is inclined (tilted forward) so as to approach the seating surface S1 of the seat S toward the front of the vehicle (left in FIG. 1A). That is, the input operation device 1 has a height that is lower with respect to the seating surface S1 of the seat S toward the front of the vehicle. The cover 2 can be placed on the upper surface 2a.

  As shown in FIG. 2, the vehicle upper side (upper left in FIG. 2) and the vehicle width direction both sides (right and left both sides in FIG. 2) are located slightly on the vehicle front side (lower left side in FIG. 2) from the center of the main body cover 2. An opening 3 is formed in the top and bottom. A plurality of indicator lamps 4 for displaying the speed of the vehicle, the remaining battery level, and the like are provided on the upper surface 2b of the main body cover 2 on the front side of the vehicle (lower left side in FIG. 2) with respect to the opening 3. A plurality of operation switches 5 to which various functions are assigned are provided on the lower side (lower side in FIG. 2) of the inner bottom surface 3a of the opening 3 and the inner side surface on the rear side of the vehicle (upper right side in FIG. 2). ing.

  A palm rest 6 is provided in the opening 3 of the main body cover 2. The palm rest 6 is formed in a substantially columnar shape extending from the upper part of the inner side surface on the vehicle rear side of the opening 3 to the vehicle front side. The diameter of the palm rest 6 is such that at least a part of the palm P of the driver OP is placed on the placement surface 6a which is the upper surface of the palm rest 6 so that the driver OP can grip the palm rest 6. Is set so that the finger F of the driver OP can reach. In addition, the upper surface 2a of the site | part of the vehicle rear side rather than the opening part 3 of the main body cover 2 and the mounting surface 6a of the palm rest 6 are formed flush. For this reason, the driver OP can hold the palm rest 6 and stably maintain the posture of the driver OP against disturbances such as the shaking of the vehicle when the vehicle is traveling. In this case, the driver OP can grip the palm rest 6 with the elbows bent slightly. Therefore, the driver OP can flexibly cope with disturbances such as shaking of the vehicle when the vehicle is traveling, Affects the driving operation of the driver OP and the physical burden on the driver OP.

  As shown in FIG. 2, the opening 3 of the main body cover 2 is provided with a knob 7 as an input operation unit that is operated at the time of vehicle steering and vehicle speed adjustment. The knob 7 protrudes from the upper part of the inner side of the opening 3 on the front side of the vehicle (lower left side in FIG. 2) to the rear side of the vehicle, and is on the extension line of the palm rest 6 when viewed from the vehicle width direction. On the side. The knob 7 is provided below the placement surface 6 a of the palm rest 6. The knob 7 is spaced apart from the palm rest 6 at a position where the finger F of the driver OP can reach in a state where the palm P of the driver OP is placed on the placement surface 6 a of the palm rest 6.

  The knob 7 is operatively connected to an input operation mechanism 8 (see FIG. 1A) provided inside the main body cover 2. The knob 7 is driven by the input operation mechanism 8 in the vehicle width direction perpendicular to the steering rotation axis Ls along the forearm AR of the driver OP and the forearm AR of the driver OP when the palm P is supported by the palm rest 6. It is supported so that it can be rotated about an acceleration / deceleration rotation axis Lg. The steering rotation axis Ls and the acceleration / deceleration rotation axis Lg intersect (orthogonal) each other. The vehicle is steered by turning the knob 7 about its steering rotation axis Ls. For example, turning the knob 7 to the right turns the vehicle to the right, while turning the knob 7 to the left turns the vehicle to the left. Further, the acceleration operation of the vehicle is performed by rotating the knob 7 downward, and the deceleration operation of the vehicle is performed by rotating the knob 7 upward. Accordingly, the driver OP can steer the vehicle (steering operation), accelerate (accelerate operation), and decelerate (brake operation) by operating the knob 7 with one hand (for example, the right hand of the driver OP). It has become. Further, since the vehicle can be steered by the knob 7 of the input operation device 1 whose diameter is smaller than the outer diameter of the normal steering wheel W (see FIG. 1A), the operation amount required for the steering is a normal round shape. This is less than the steering wheel W (see FIG. 1A). The input operation mechanism 8 will be described in detail later. In the present embodiment, the steering rotation axis Ls corresponds to the first axis of the present invention, and the acceleration / deceleration rotation axis Lg corresponds to the second axis of the present invention.

  The knob 7 is formed in a substantially spherical shape and has a circular cross section centered on the steering rotation axis Ls. With this shape, any position of the knob 7 can be picked and rotated so that it can be operated with a constant operating force. The operating force necessary for operating the knob 7 is set to such an extent that the driver OP can operate with the finger. A plurality of recesses 7 a are provided on the surface of the knob 7 so as to be spaced apart from each other in the circumferential direction about the steering rotation axis Ls. In the present embodiment, the steering rotation axis Ls of the knob 7 and the palm rest 6 are viewed from the vehicle width direction so that the driver OP can easily operate the knob 7 with the palm P placed on the palm rest 6. An angle formed with the axis Lp is set (see FIG. 1A). Further, when viewed from the upper side of the vehicle, the steering rotation axis Ls of the knob 7 is within a range in which the finger F reaches the knob 7 with the palm P placed on the palm rest 6 inward in the vehicle width direction from the axis Lp of the palm rest 6. Are set so as to deviate from each other (see FIG. 1B).

  A speed adjustment lever 9 is provided on the lower surface 6 b of the palm rest 6. The speed adjustment lever 9 is disposed in the center of the palm rest 6 in the width direction. The width of the speed adjustment lever 9 is formed to be smaller than the width of the palm rest 6. Accordingly, the driver OP can hold only the palm rest 6 by placing the finger F on the lower surface 6b of the palm rest 6 without grasping the speed adjusting lever 9 provided on the lower surface 6b of the palm rest 6. Yes.

  The speed adjustment lever 9 corresponds to a brake function for decelerating the vehicle, and the speed of the vehicle is reduced according to the number of times the driver OP has grasped the speed adjustment lever 9, a grasping time, and a grasping amount. The speed adjusting lever 9 is set with a two-stage operating force according to the amount of gripping by an operating force setting mechanism 10 (see FIG. 1A) provided inside the main body cover 2. The operating force setting mechanism 10 will be described in detail later.

  Next, the knob 7 can be rotated around a steering rotation axis Ls along the forearm AR of the driver OP and around an acceleration / deceleration rotation axis Lg in the vehicle width direction perpendicular to the forearm AR of the driver OP. A specific configuration of the input operation mechanism 8 will be described with reference to FIG. FIG. 3 shows a state where the main body cover 2 of the input operation device 1 is removed.

  As shown in FIG. 3, the base member 1a of the input operation device 1 is formed in a flat plate shape that extends in the front-rear direction of the vehicle (left-right direction in FIG. 3). A front support member 11 constituting the input operation mechanism 8 is fixed to an end portion of the base member 1a on the front side of the vehicle (left side in FIG. 3). A support wall portion 12 extending in the front-rear direction of the vehicle is provided on the upper surface of the front support member 11. The support wall part 12 is extended ahead (vehicle front side) rather than the front-end | tip of the base member 1a. The base member 1a is fixed to the vehicle side while being covered by the main body cover 2.

  As shown in FIG. 4, the vehicle rear side portion of the support wall portion 12 is formed in a substantially mountain shape that is lower than the vehicle front side portion when viewed from the vehicle width direction. A first oil damper (hereinafter simply referred to as “first damper”) 13 is provided on the vehicle width direction inner side (the front side in FIG. 3) of the rear side portion of the support wall portion 12. . Further, as shown in FIG. 5 (a), on the surface of the support wall 12 opposite to the first damper 13, a pair for detecting the turning operation of the knob 7 around the acceleration / deceleration turning axis Lg. The switches 14 and 15 are arranged apart from each other by a predetermined distance in the longitudinal direction of the vehicle. Each of the switches 14 and 15 outputs a detection signal when the pins 14a and 15a provided on the side surfaces facing each other are pressed. Further, a pair of rotation restricting pins 14b and 15b project from the surface of the support wall 12 opposite to the first damper 13. The rotation restricting pins 14b and 15b are disposed closer to the acceleration / deceleration rotation axis Lg of the knob 7 than the switches 14 and 15, and are spaced apart from each other in the arrangement direction of the switches 14 and 15. . Further, at the front end portion of the support wall portion 12, a return for returning the knob 7 rotated around the acceleration / deceleration rotation axis Lg to the rotation neutral state shown in FIG. 4 or FIG. A mechanism 8a is provided.

  As shown in FIG. 4, the portion of the support wall 12 on the vehicle front side is formed in a substantially mountain shape that protrudes above the vehicle rear portion as viewed from the vehicle width direction. A rotation support portion 16 is provided at the top of the vehicle front side portion of the support wall portion 12. The rotation support portion 16 is formed in a substantially semicircular cross section that opens upward with the steering rotation axis Ls as the center, and one flat plate portion 16a extending radially outward is provided at each of both ends thereof. It has been. Bearing portions 16b are respectively provided at the vehicle rear side portions of the two flat plate portions 16a. The first shaft portion 17a of the tilting member 17 is rotatably supported by the two bearing portions 16b.

  The tilting member 17 has an outer shape smaller than the inner diameter of the rotation support portion 16 and is formed in a bottomed cylindrical shape centering on the steering rotation axis Ls. The first shaft portion 17 a is a side surface on the opening end side (upper right side in FIG. 4) of the tilting member 17 and is provided on both radial sides of the tilting member 17.

  A support shaft 18 of the knob 7 is inserted into the opening of the tilt member 17. A rotation transmission gear 19 is fixed to a portion of the support shaft 18 protruding from the opening of the tilting member 17 so as to be integrally rotatable. The support shaft 18 is inserted into the tilting member 17 so as to be rotatable about the central axis of the tilting member 17 and to be integrally rotatable about the first shaft portion 17a of the tilting member 17. With this configuration, when the knob 7 is rotated by the driver OP along the acceleration / deceleration rotation axis Lg, the tilting member 17 is tilted in the same direction.

  A flat flange portion 17b extending in the radial direction of the tilting member 17 is provided on the opening end side of the tilting member 17 and on the side facing the support wall portion 12, that is, the lower side in FIG. ing. The flange portion 17 b is disposed so as to be orthogonal to the support wall portion 12 and is provided at a position corresponding to a vehicle rear side portion of the support wall portion 12.

  As shown in FIG. 6, at the lower end of the flange portion 17b of the tilting member 17, a damper gear that protrudes downward along the extending direction of the flange portion 17b is located on the inner side in the vehicle width direction (left side in FIG. 6). A support portion 17c is provided. A damper drive transmission gear 20 is fixed to the damper gear support portion 17c. The damper drive transmission gear 20 meshes with the first damper gear 13 a of the first damper 13. With this configuration, when the driver OP rotates the knob 7 about the acceleration / deceleration rotation axis Lg and the tilting member 17 rotates about the first shaft portion 17a, the damper drive provided on the damper gear support portion 17c is driven. The transmission gear 20 is displaced integrally with the tilting member 17, and the first damper gear 13 a rotates in the rotation direction according to the turning operation of the knob 7 along with the displacement. At this time, due to the viscosity of the silicon oil in the first damper 13, a resistance force is applied to the rotation of the tilting member 17, and consequently the knob 7 around the first shaft portion 17 a. Thereby, rapid rotation of the knob 7 is prevented.

  Similarly, as shown in FIG. 6, an operating protrusion that protrudes downward along the extending direction of the flange portion 17 b is provided at a lower portion of the flange portion 17 b on the outer side in the vehicle width direction (right side in FIG. 6). 17d is provided. As shown in FIG. 5A, the operating projection 17d is disposed between the pair of switches 14 and 15 through the pair of rotation restricting pins 14b and 15b in the vehicle front-rear direction.

  Therefore, when the knob OP is rotated around the acceleration / deceleration rotation axis Lg by the driver OP from the rotation neutral state shown in FIG. 5A, and the tilting member 17 is rotated around the first shaft portion 17a, The operating projection 17d provided on the flange portion 17b is displaced integrally with the tilting member 17, and one of the switches 14 and 15 is turned on along with this displacement. Thereby, a turning operation of the knob 7 around the acceleration / deceleration turning axis Lg is detected, and an acceleration / deceleration amount corresponding to the operation direction is given to the vehicle.

  Specifically, when the driver OP rotates the knob 7 in the rotation neutral state to the upper side indicated by the arrow A1 in FIG. 5A, as shown in FIG. 17 rotates clockwise about the first shaft portion 17a, and the operating projection 17d is displaced to the rear side of the vehicle (left side in FIG. 7A). At this time, the operation protrusion 17d abuts on the rotation restriction pin 15b on the rear side of the vehicle, whereby the rotation (rotation) of the tilting member 17 in the clockwise direction is restricted. Along with this displacement, the switch 15 on the rear side of the vehicle is turned on. Thereby, the turning operation to the upper side of the knob 7 is detected, and the vehicle is decelerated. On the other hand, when the knob OP in the rotation neutral state is rotated downward by the driver OP as indicated by an arrow A2 in FIG. 5A, the tilting member 17 is moved as shown in FIG. 7B. Rotating counterclockwise about the first shaft portion 17a, the operating projection 17d is displaced to the vehicle front side (right side in FIG. 7B). At this time, the operation projection 17d abuts against the rotation restriction pin 14b on the front side of the vehicle, whereby the rotation (rotation) of the tilting member 17 in the counterclockwise direction is restricted. Along with this displacement, the switch 14 on the front side of the vehicle is turned on. Thereby, the downward rotation operation of the knob 7 is detected, and the vehicle is accelerated.

Here, the return mechanism 8a for returning the knob 7 rotated around the acceleration / deceleration rotation axis Lg to the rotation neutral state shown in FIG. 4 or FIG. 5A will be described.
As shown in FIG. 5 (a), the end of the tilting member 17 on the vehicle front side and facing the support wall 12 (on the lower right side in FIG. 5 (a)) is located on the vehicle front side. A protruding return portion 17e is provided. The return portion 17e is formed in a flat plate shape that is inclined so as to be separated from the central axis of the tilting member 17 as it approaches the tip when viewed from the vehicle width direction. As shown in FIG. 5 (b), a slit 17f that opens to the front end side is formed in a portion corresponding to the support wall portion 12 in the vehicle width direction of the return portion 17e (see FIG. 8). On the other hand, a positioning portion 12a that constitutes the return mechanism 8a is provided upright at a portion of the support wall portion 12 that is more distal than the return portion 17e of the tilting member 17. The positioning portion 12a is provided with a positioning convex portion 12b extending toward the return portion 17e. As shown in FIG. 8, the positioning convex portion 12b is formed in the thickness direction of the return portion 17e (up and down in FIG. 8) when the tilting member 17 is held in the rotation neutral state shown in FIG. 4 or FIG. Direction) in the slit 17f of the return portion 17e.

  One pressing member 21, 21 is provided above and below the return portion 17e. Each pressing member 21 is formed in a rectangular parallelepiped shape extending in a direction orthogonal to the support wall portion 12 (left and right direction in FIG. 8), and is pressed from both ends in the longitudinal direction of the pressing portion 21a. And a columnar spring locking portion 21b extending to both ends in the longitudinal direction. The positioning convex portion 12b is disposed between the pressing portions 21a and 21a of the pair of pressing members 21 and 21 in a state of being disposed in the slit 17f of the return portion 17e. The thickness (vertical width) of the positioning convex portion 12b is equal to the thickness (vertical width) of the return portion 17e. Coil springs 22, 22 are stretched over the spring locking portions 21 b of the pressing members 21, 21. In FIG. 8, the coil springs 22, 22 are indicated by two-dot chain lines. The coil springs 22 and 22 are stretched in a state having an initial load, that is, in a slightly pulled state. Thereby, the return part 17e is hold | maintained in the state pinched | interposed into the pressing members 21 and 21 with the positioning convex part 12b. At this time, since the thickness of the positioning convex portion 12b is equal to the thickness of the return portion 17e, the return portion 17e is positioned and held at a position corresponding to the positioning convex portion 12b when viewed from the vehicle width direction. Thereby, the tilting member 17 is held in the rotation neutral state shown in FIG. 4 or FIG.

  Here, as shown in FIG. 5 (a), in the support wall portion 12 of the front side support member 11, a displacement allowable recess 12c is provided at a position on the vehicle rear side of the positioning portion 12a and corresponding to the return portion 17e. Is provided. As shown in FIG. 8, at the bottom of the displacement-permissible recess 12c, a positioning pin 21c penetrating the positioning protrusion 12b together with the pressing portions 21a, 21a of the pressing members 21, 21 is provided. The pressing members 21 and 21 are held in a state where they are positioned above and below the return portion 17e. Note that the distal end of the positioning pin 21c is supported by a regulating member 21d provided at the upper end of the positioning portion 12a. An adjustment spring 22c is provided on the outer periphery of a portion corresponding to the position between the regulating member 21d and the upper pressing member 21 of the positioning pin 21c. In FIG. 8, the adjustment spring 22c is indicated by a two-dot chain line. The adjustment spring 22c is provided with an initial load, that is, in a slightly compressed state. Thereby, the upper pressing member 21 is pressed against the positioning convex portion 12b by the elastic force of the adjustment spring 22c, and the moment due to the weight of the knob 7 is canceled.

  Therefore, as shown in FIG. 9A, when the knob 7 is turned in the direction of arrow A1 in FIG. 5A and the return portion 17e provided at the tip of the tilting member 17 is displaced downward, The lower pressing member 21 is pressed from above and is displaced downward against the elastic force of the coil springs 22 and 22 indicated by the two-dot chain line in FIG. At this time, the adjustment spring 22c indicated by a two-dot chain line in FIG. 9A is not elastically deformed. When the upward rotation operation of the knob 7 is released, the return portion 17e is returned to the original position shown in FIG. 8 by the elastic force of the coil springs 22 and 22. Thereby, the tilting member 17 returns to the rotation neutral state shown in FIG. 4 or FIG. Further, as shown in FIG. 9 (b), when the knob 7 is turned in the direction of arrow A2 in FIG. 5 (a) and the return portion 17e provided at the tip of the tilting member 17 is displaced upward, The pressing member 21 is pressed from below and displaced upward against the elastic force of the coil springs 22 and 22 and the adjustment spring 22c indicated by the two-dot chain line in FIG. 9B. When the downward rotation operation of the knob 7 is released, the return portion 17e is returned to the original position shown in FIG. 8 by the elastic force of the coil springs 22, 22 and the adjustment spring 22c. Thereby, the tilting member 17 returns to the rotation neutral state shown in FIG. 4 or FIG.

  As shown in FIG. 6, a second oil damper (hereinafter simply referred to as “second damper”) 25 is attached to the surface of the flange portion 17 b on the vehicle rear side (the front side in the drawing). The second damper 25 includes a second damper gear 25a that can rotate relative to the flange portion 17b. The second damper gear 25 a is meshed with the rotation transmission gear 19 that rotates integrally with the support shaft 18 of the knob 7. When the support shaft 18 (that is, the knob 7) rotates, the second damper gear 25 a itself engages with the rotation transmission gear 19. Rotate. When the knob 7 is rotated (steered) about the steering rotation axis Ls, the rotation transmission gear 19 rotates relative to the tilting member 17 and then the flange portion 17b, and the second damper gear 25a is moved along with this rotation. It rotates in the direction of rotation according to the steering direction. At this time, a resistance force is applied to the rotation transmission gear 19 and consequently the rotation of the knob 7 due to the viscosity of the silicon oil in the second damper 25. Thereby, rapid rotation of the knob 7 is prevented.

  As shown in FIG. 6, on the vehicle rear side surface of the flange portion 17b, the rotation angle of the knob 7 around the steering rotation axis Ls, that is, the rotation reference state of the knob 7 is indicated on both sides of the second damper 25 in the vehicle width direction. A pair of rotary type first potentiometers 26 and 27 for detecting a reference rotation angle are attached. The first potentiometers 26 and 27 have potentiometer gears 26 a and 27 a, respectively. The potentiometer gears 26 a and 27 a are respectively meshed with a rotation transmission gear 19 that rotates integrally with the support shaft 18 of the knob 7. The first potentiometers 26 and 27 output detection signals corresponding to the rotation angles of the potentiometer gears 26a and 27a. In this example, two first potentiometers 26 and 27 are attached for fail-safe purposes.

  Therefore, when the knob 7 is turned (steering instruction input), the rotation transmission gear 19 rotates relative to the flange portion 17b in the rotation direction corresponding to the rotation operation direction of the knob 7, thereby causing the second damper gear. The potentiometer gears 26 a and 27 a rotate in the rotation direction corresponding to the rotation operation direction of the knob 7 as the rotation of the knob 25 a. At this time, the second damper 25 acts to provide a resistance force to the rotation of the knob 7, and the rotation angle of the knob 7 around the steering rotation axis Ls is adjusted by the first potentiometers 26 and 27. The vehicle turns in the steering direction corresponding to the detected rotation angle.

  As shown in FIG. 4, a rectangular through hole 17 g extending in the axial direction of the tilting member 17 is provided on the side wall of the tilting member 17 that does not face the support wall portion 12. On the outer peripheral surface of the tilting member 17, a pair of locking portions 17h and 17i are provided upright on both sides in the longitudinal direction of the through hole 17g. A rotating body 28 is supported inside the tilting member 17 so as to be relatively rotatable. The rotating body 28 is connected to the inner end portion of the support shaft 18 inserted into the tilting member 17 so as to be integrally rotatable. The rotating body 28 is formed in a substantially cylindrical shape having an outer shape slightly smaller than the inner diameter of the tilting member 17, and a part of the rotating body 28 is exposed from the through hole 17g.

  As shown in FIG. 10, a portion of the rotating body 28 that is exposed from the through hole 17 g of the tilting member 17 has a circle that protrudes outward from the outer peripheral surface of the tilting member 17 at a portion corresponding to the locking portions 17 h and 17 i. Columnar first and second locked portions 28a, 28b are provided upright. The protruding lengths of the first and second locked portions 28a and 28b of the rotating body 28 and the first and second locking portions 17h and 17i of the tilting member 17 from the outer peripheral surface of the tilting member 17 are determined by the rotating body 28. Are set so as to be substantially equal in a state of being accommodated in the tilting member 17.

  A torsion spring 29 is provided on the outer periphery of the tilting member 17 at a position corresponding to the axial center of the through hole 17g. Both end portions 29 a and 29 b of the torsion spring 29 are formed so as to extend in the axial direction of the tilting member 17. One end portion 29a of the torsion spring 29 is disposed on the outer side in the vehicle width direction (left side in FIG. 10) of the first locking portion 17h and the first locked portion 28a on the knob 7 side (upper side in FIG. 10) ( The other end 29b of the torsion spring 29 is on the inner side in the vehicle width direction of the second locking portion 17i and the second locked portion 28b on the side opposite to the knob 7 (the lower side in FIG. 6). (Right side in FIG. 10).

  For this reason, as shown in FIG. 11A, when the knob 7 is rotated in the direction of the arrow B1 shown in FIG. 10, the torsion spring 29 on the opposite side to the knob 7 (on the lower side on FIG. 11A). Side end portion 29b is hooked on the second locking portion 17i, and the end portion 29a of the torsion spring 29 on the knob 7 side (upper side in FIG. 11A) is the first locked portion. It is pressed by 28a and rotates around the steering rotation axis Ls. Thereby, the torsion spring 29 is wound up and an elastic force is accumulated. When the leftward rotation operation of the knob 7 is released, the first locked portion 28a is returned to the original position shown in FIG. 10 by the elastic force of the torsion spring 29. As a result, the knob 7 returns to the rotation reference state shown in FIG.

  On the other hand, as shown in FIG. 11 (b), when the knob 7 is rotated in the direction of arrow B2 shown in FIG. 10, the end of the torsion spring 29 on the knob 7 side (upper side in FIG. 11 (b)). In a state where 29a is hooked on the first locking portion 17h, the end 29b on the side opposite to the knob 7 (lower side in FIG. 11B) of the torsion spring 29 is the second locked portion. It is pressed by 28b and rotates around the steering rotation axis Ls. Thereby, the torsion spring 29 is wound up and an elastic force is accumulated. Then, when the rotation operation of the knob 7 in the right direction is released, the second locked portion 28b is returned to the original position shown in FIG. 10 by the elastic force of the torsion spring 29. As a result, the knob 7 returns to the rotation reference state shown in FIG.

Next, a specific configuration of the operation force setting mechanism 10 that sets the operation force in two stages according to the amount of gripping of the speed adjustment lever 9 will be described.
As shown in FIG. 3, a rear support member 41 that supports the speed adjustment lever 9 is fixed to the rear end portion of the upper surface of the base member 1a. The rear side support member 41 is formed in a substantially T shape when viewed from the vehicle width direction. A lever support portion 42 extending in the vehicle front-rear direction is connected to the front end portion of the rear side support member 41. Note that a shape corresponding to the palm rest 6 is formed by the distal end portion of the rear side support member 41 and the lever support portion 42.

  As shown in FIG. 12A, a rotation connecting portion 9a is provided at the base end side of the speed adjusting lever 9 (left side in FIG. 12A). The speed adjustment lever 9 is supported by the rear side support member 41 so as to be rotatable about a lever support pin 42 a that is inserted through the rotation connecting portion 9 a and penetrates the lever support portion 42.

  In addition, in the longitudinal direction of the lever support portion 42, a housing recess 43 that opens to the lower side and both sides in the vehicle width direction is formed in a portion on the vehicle front side relative to the portion through which the lever support pin 42a is inserted. A substantially arcuate slit 43a centering on the lever support pin 42a is provided on the inner surface of the housing recess 43 in the vehicle width direction (the back side in FIG. 12A). The speed adjusting lever 9 is provided with an extending portion 9b that is accommodated in the accommodating recess 43, and on the inner surface in the vehicle width direction of the extending portion 9b (the back side in FIG. 12A), A rotation restricting convex portion 9c accommodated in the slit 43a is provided upright. As a result, when the speed adjusting lever 9 is rotated downward (clockwise in FIG. 12A) from the reference position P0 shown in FIG. 12A, the rotation restricting convex portion 9c is formed on the slit 43a. It is regulated by coming into contact with the lower surface from the upper side.

  In addition, a first spring housing portion 44 that opens to the lower side and the vehicle width direction side is provided in a recessed portion at a front side of the housing recess 43 in the longitudinal direction of the lever support portion 42. The first spring housing portion 44 houses a first coil spring 45 as urging means. The base end portion of the first coil spring 45 is fixed to the bottom surface 44 a of the first spring housing portion 44, and the tip end portion of the first coil spring 45 is first on the surface of the speed adjustment lever 9 on the side facing the lever support portion 42. A portion corresponding to the spring accommodating portion 44 is fixed. The first coil spring 45 is fixed in a state having an initial load, that is, in a slightly compressed state. Due to the elastic force of the first coil spring 45, the speed adjusting lever 9 is held at the reference position P0 shown in FIG.

  In addition, a second spring accommodating portion 46 is recessed in a portion further forward of the vehicle than the first spring accommodating portion 44 in the longitudinal direction of the lever support portion 42. The depth of the second spring accommodating portion 46 is deeper than that of the first spring accommodating portion 44. In the second spring accommodating portion 46, a restriction convex portion 46 a that protrudes inward is provided at the opening side end portion of the inner side surface on both sides in the longitudinal direction of the lever support portion 42. For this reason, the length along the longitudinal direction of the rear side support member 41 of the opening of the second spring accommodating portion 46 is smaller than the bottom surface 46 b of the second spring accommodating portion 46.

  The second spring accommodating portion 46 accommodates a second coil spring 47 as urging means. The spring coefficient of the second coil spring 47 is larger than that of the first coil spring 45. Further, in the second spring accommodating portion 46, a plate-like plate member 48 that closes the opening of the second spring accommodating portion 46 is displaceable along the axial direction (stretching direction) of the second coil spring 47. Is provided. The base end portion of the second coil spring 47 is fixed to the bottom surface 46 b of the second spring accommodating portion 46, and the tip end portion is fixed to the plate-like member 48. The second coil spring 47 is fixed in a state having an initial load, that is, in a slightly compressed state. The plate-like member 48 is formed in a shape corresponding to the bottom surface 46b of the second spring accommodating portion 46, and is larger than the distance between the two restricting convex portions 46a. Thereby, the displacement of the plate-like member 48 in the direction protruding from the restricting convex portion 46a is restricted by the plate-like member 48 coming into contact with the two restricting convex portions 46a from the inside.

  A protruding portion 9 d is provided at a portion corresponding to the second spring accommodating portion 46 on the surface of the speed adjusting lever 9 on the side facing the lever support portion 42. The width of the protruding portion 9d along the longitudinal direction of the lever support portion 42 is set to be smaller than the distance between the two restricting convex portions 46a. With this configuration, the speed adjustment lever 9 is moved from the reference position P0 shown in FIG. 12A, and the projection 9d of the speed adjustment lever 9 comes into contact with the plate member 48 as shown in FIG. 13A. In order to operate the speed adjustment lever 9 while being operated to the operation position P1, an operation force F1 that can resist the elastic force of the first coil spring 45 is required. Then, from the first operation position P1 shown in FIG. 13A, the rotation restricting convex portion 9c of the speed adjusting lever 9 is formed on the slit 43a of the lever support portion 42 as shown in FIG. 14A. In order to operate the speed adjustment lever 9 while it is operated to the second operation position P2 that contacts the upper surface from the lower side and its rotation is restricted, the first coil spring 45 and the second coil spring are operated. An operating force F2 (F2> F1) that can resist the elastic force of 47 is required. That is, the speed adjusting lever 9 is operated by the elastic force of the first coil spring 45 and the second coil spring 47 according to the operating force corresponding to the amount of gripping of the speed adjusting lever 9, more precisely, the speed adjusting lever 9 is The operation force F1 required to operate up to the second operation position P1 and the operation force F2 required to operate up to the second operation position P2 are biased in stages so as to be different from each other.

  As shown in FIG. 12B, a pair of linear second potentiometers 49 and 49 are provided on the distal end surface of the lever support portion 42. As shown in FIG. 12 (a), in the speed adjustment lever 9, the detected portion disposed at the tip side of the second potentiometers 49, 49 at the tip side of the second potentiometers 49, 49. 9e is provided. The detected portion 9e is formed in a plate shape facing the second potentiometers 49, 49 in the longitudinal direction of the lever support portion. As shown in FIG. 12B, the detected portion 9e is provided with a detection slit 9f extending in the vehicle width direction. Detection convex portions 49a and 49a of the second potentiometers 49 and 49 are arranged in the detection slit 9f. With this configuration, when the speed adjustment lever 9 is rotated about the lever support pin 42a by the driver OP, the detection convex portions 49a, 49a of the second potentiometers 49, 49 arranged in the detection slit 9f. Is displaced upward from the reference position P0 shown in FIG. 12 (b) in accordance with the operation amount (gripping amount) of the speed adjusting lever 9 as shown in FIGS. 13 (b) and 14 (b). . The 2nd potentiometers 49 and 49 output the detection signal according to the displacement amount of the detection convex parts 49a and 49a. Thereby, the operation of the speed adjusting lever 9 is detected, and a deceleration amount corresponding to the operation is given to the vehicle. In this example, two second potentiometers 49 and 49 are attached for fail-safe purposes.

Next, the electrical configuration of the input operation device 1 will be described.
As shown in FIG. 15, the input operation device 1 includes a controller 51 as a control unit that performs overall control of the device 1, a steering mechanism 52 that steers the wheel T in response to the steering operation of the knob 7, and the addition of the knob 7. An engine control device 53 that controls the engine E to a rotation amount (rotation speed) based on a deceleration operation, and a braking mechanism 54 that applies a braking force based on a deceleration operation of the speed adjustment lever 9 to the wheels T are provided. The switches 14 and 15, the first potentiometers 26 and 27 and the second potentiometer 49 are connected to the input side of the controller 51, and the steering mechanism 52, the engine control device 53 and the braking mechanism 54 are connected to the output side.

  During the steering operation of the knob 7, the controller 51 controls the steering mechanism 52 based on the detection signals input from the first potentiometers 26 and 27, and steers the wheel T according to the rotation angle (steering angle) of the knob 7. . During the acceleration operation of the knob 7, the controller 51 recognizes the rotation direction around the acceleration / deceleration rotation axis Lg of the knob 7 based on the detection signals input from the switches 14 and 15, and determines that the operation is the acceleration operation. In some cases, an acceleration signal indicating that the speed is applied at a predetermined acceleration rate is output to the engine control device 53. When it is determined that the operation is a deceleration operation, a deceleration signal indicating that the speed is decreased at a predetermined deceleration rate is output to the braking mechanism 54. The brake mechanism 54 receives a deceleration signal from the controller 51 and applies a predetermined braking force to the wheels T so as to reduce the speed by a predetermined speed.

  Further, when the speed adjustment lever 9 is operated, the controller 51, based on the detection signals input from the second potentiometers 49, 49, has a plurality of speed adjustment modes (ordinary deceleration speeds) that differ depending on the gripping amount of the speed adjustment lever 9. The braking mechanism 54 is controlled to operate in the mode and the emergency stop mode. Specifically, when the speed adjustment lever 9 is operated between the reference position shown in FIG. 12A and the first operation position P1 shown in FIG. A predetermined deceleration signal is output to the braking mechanism 54 in order to decelerate the vehicle in the deceleration mode. That is, as shown in the flowchart of FIG. 16 (a), the controller 51 detects the gripping time t of the speed adjustment lever 9 through a timer (not shown). When the grasping time t is less than a predetermined threshold (predetermined time) TH (step S100), the controller 51 shifts to a step mode in which the speed is adjusted stepwise according to the number of times the speed adjusting lever 9 is grasped. (Step S101). On the other hand, when the grasping time t is equal to or greater than a predetermined threshold (predetermined time) TH (step S100), the controller 51 shifts to the hold mode and the skip mode (step S102). Here, the hold mode is a mode in which the speed of the vehicle is gradually changed at a preset rate (deceleration rate) according to the holding time of the speed adjustment lever 9, and the skip mode is the speed adjustment lever 9. In this mode, the vehicle speed is skipped and dropped at a rate set according to the amount of grip (see FIG. 16B). When the speed adjustment lever 9 is operated to the second operation position P2 shown in FIG. 14A, the controller 51 decelerates the vehicle in the emergency stop mode in order to stop the vehicle suddenly.

Next, the operation of the input operation device 1 of this example will be described.
When starting the stopped vehicle, the knob 7 is turned from the turning neutral state shown in FIG. 4 or FIG. 5A downward (in the direction of arrow A2 in FIG. 5A). At this time, the downward rotation of the knob 7 is detected by the switch 14, and the detection signal is output to the controller 51. When the detection signal from the switch 14 is input, the controller 51 recognizes that the knob 7 has been accelerated. The controller 51 outputs an acceleration signal to the engine control device 53, and the engine control device 53 drives the engine E based on the acceleration signal, thereby accelerating the vehicle. Thereafter, each time the knob 7 is rotated downward, the controller 51 outputs an acceleration signal to the engine control device 53. That is, the vehicle accelerates according to the number of operations of the knob 7 below.

  When the traveling vehicle is decelerated, the knob 7 that is automatically returned to the rotation neutral state shown in FIG. 4 or 5A is rotated upward. At this time, the turning operation of the knob 7 is detected by the switch 15, and the detection signal is output to the controller 51. When the detection signal from the switch 15 is input, the controller 51 recognizes that the knob 7 has been decelerated. Then, the controller 51 outputs a deceleration signal to the braking mechanism 54. The braking mechanism 54 applies a predetermined braking force to the wheels T based on the deceleration signal from the controller 51. Thereafter, every time the knob 7 is rotated upward, the controller 51 outputs a deceleration signal to the braking mechanism 54. The braking mechanism 54 applies a braking force according to the number of operations of the knob 7 upward to the wheel T.

  Further, in the present embodiment, the vehicle can be decelerated by the speed adjustment lever 9 provided on the palm rest 6. When the traveling vehicle is decelerated stepwise by the speed adjustment lever 9, the speed adjustment lever 9 is gripped a plurality of times for a time shorter than the threshold value TH. At this time, the operation of the speed adjustment lever 9 is detected by the second potentiometers 49 and 49, and the detection signal is output to the controller 51. Then, the controller 51 determines the number of times that the speed adjustment lever 9 is grasped based on this detection signal, and decelerates the vehicle stepwise in accordance with the number of times that the speed adjustment lever 9 is grasped.

  Further, it is possible to decelerate as follows by grasping the speed adjusting lever 9. That is, the speed adjusting lever 9 is held for a time longer than the threshold value TH. At this time, the amount of gripping of the speed adjusting lever 9 is detected by the second potentiometers 49 and 49 together with the operation of the speed adjusting lever 9, and the detection signal is output to the controller 51. Then, the controller 51 decelerates the vehicle at a rate corresponding to the grasping amount of the speed adjustment lever 9 while the speed adjustment lever 9 is grasped. Therefore, when the traveling vehicle is greatly decelerated, the speed adjustment lever 9 may be grasped largely.

  When the traveling vehicle is suddenly stopped, the speed adjustment lever 9 provided on the palm rest 6 is grasped to the second operation position P2 indicated by the solid line in FIG. At this time, the operation of the speed adjustment lever 9 up to the second operation position P <b> 2 is detected by the second potentiometers 49 and 49, and the detection signal is output to the controller 51. Then, the controller 51 outputs a braking signal for greatly decelerating the vehicle to the braking mechanism 54 based on the detection signal. The braking mechanism 54 applies a braking force according to the braking signal from the controller 51 to the wheels T, so that the vehicle is suddenly stopped.

  As described above, the input operation device 1 is provided with the knob 7 at a position where the finger of the driver OP can reach with the palm P of the driver OP supported by the palm rest 6. Therefore, the driver OP can operate the knob 7 with the palm P supported by the palm rest 6. Therefore, it becomes possible to stabilize the posture of the part ahead of the wrist with respect to the knob 7, and when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly It is possible to prevent the position of the driver OP from collapsing and the part ahead from the wrist of the driver OP to move freely. Therefore, the operability during operation of the input operation device is ensured.

Next, the operational effects of the above embodiment will be described below.
(1) Since the knob 7 is provided at a position where the finger F of the driver OP can reach in the state where the palm P of the driver OP is supported by the palm rest 6 in the input operation device 1, the driver OP holds the palm P in the palm rest 6. The knob 7 can be operated in a state where the knob 7 is supported. For this reason, it becomes possible to stabilize the posture of the part beyond the wrist with respect to the knob 7, and when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, It is possible to prevent the posture of the driver OP from collapsing and the part ahead of the driver OP from moving freely. Therefore, the operability during operation of the input operation device 1 can be improved.

  (2) Since the knob 7 is spaced apart from the palm rest 6 so that the finger F of the driver OP can be inserted between the palm rest 6 and the knob 7, the knob 7 is interposed between the palm rest 6 and the knob 7. By inserting the finger F, the driver OP can hang the finger F on the tip of the palm rest 6 without touching the knob 7. For this reason, when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, the driver OP does not touch the knob 7 and puts his finger F on the tip of the palm rest 6. It is possible to hold the posture of the driver OP. Therefore, the operability during operation of the input operation device 1 can be improved.

  (3) Since the knob 7 is provided so as to be rotatable around the steering rotation axis Ls along the forearm AR of the driver OP in a state where the palm P is supported by the palm rest 6, the driver OP has his finger F By twisting the knob 7, the knob 7 can be operated with the palm P supported by the palm rest 6. Further, since the knob 7 is provided so as to be rotatable around an acceleration / deceleration rotation axis Lg perpendicular to the forearm AR of the driver OP, the driver OP presses the knob 7 with his finger F to The knob 7 can be operated with P supported by the palm rest 6. Thus, it becomes possible to rotate the knob 7 in directions orthogonal to each other around the steering rotation axis Ls and the acceleration / deceleration rotation axis Lg, while stabilizing the posture of the part beyond the wrist with respect to the knob 7. The operability during operation of the input operation device 1 can be improved.

  (4) Since the knob 7 has a circular cross section centered on the steering rotation axis Ls, the driver OP can move from the steering rotation axis Ls regardless of the position of the finger OP of the driver OP on the circumference of the knob 7. The distance to the position of the OP finger F is substantially constant. For this reason, regardless of the position of the finger F with respect to the knob 7, the operating force required for the turning operation around the steering rotation axis Ls is constant. Therefore, even when the position of the finger F with respect to the knob 7 is changed so that the driver OP can easily operate the knob 7 according to the posture and physique of the driver OP, the knob 7 is independent of the position of the finger F with respect to the knob 7. Can be operated with a constant force, and the operability of the input operation device 1 can be improved.

  (5) Since a plurality of recesses 7a are provided on the surface of the knob 7 so as to be spaced apart from each other in the circumferential direction around the steering rotation axis Ls, the driver OP hooks the finger F on the recess 7a. Can be reliably operated around the steering rotation axis Ls. Therefore, the operability of the input operation device 1 can be improved.

  (6) The outer shape of the palm rest 6 is such that the finger F of the driver OP reaches the lower surface 6b in a state where at least a part of the palm P of the driver OP is mounted on the upper surface (mounting surface 6a). Therefore, the driver OP can grip the palm rest 6. For this reason, when driving, for example, when the vehicle suddenly stops or the road surface on which the vehicle travels is bad and the vehicle body shakes greatly, the driver OP takes the posture of the driver OP by grasping the palm rest 6. It is possible to prevent the driver OP from moving freely from the wrist of the driver OP. Therefore, the operability during operation of the input operation device 1 can be improved. Further, since the posture of the driver OP can be held quickly by gripping the palm rest 6, the safety of the vehicle can be improved.

  (7) The speed of the vehicle can be adjusted by the speed adjustment lever 9 provided at a position where the driver OP can hold the palm OP together with the palm rest 6 while the palm P of the driver OP is supported by the palm rest 6. Therefore, the driver OP can adjust the speed of the vehicle by grasping the palm rest 6 and the speed adjustment lever 9 together, and the operability of the input operation device 1 can be improved. In addition, since the speed adjustment lever 9 is provided at a position where the driver OP can use it at any time, the safety of the vehicle can be improved.

  (8) Since the controller 51 decelerates the vehicle based on the operation of the speed adjustment lever 9, the driver OP can decelerate the vehicle by grasping the palm rest 6 and the speed adjustment lever 9 together. Therefore, for example, when the vehicle is suddenly stopped, the driver OP can intuitively decelerate the speed of the vehicle by grasping the palm rest 6 and the speed adjustment lever 9 quickly. Therefore, the input operation device 1 can be operated more intuitively, and the operability of the input operation device 1 can be improved.

  (9) Since the vehicle is decelerated according to the number of times the speed adjusting lever 9 is grasped, the driver OP can sensuously grasp the degree of the speed of the vehicle according to the number of grasps. Therefore, it becomes possible to operate the input operation apparatus 1 sensuously, and the operability of the input operation apparatus 1 can be improved.

  (10) Energizing the speed adjustment lever 9 stepwise in the direction opposite to the operation direction so that the operation forces F1 and F2 in the grip amount range corresponding to the speed adjustment mode set by the controller 51 are different. A first coil spring 45 and a second coil spring 47 are provided as biasing means. Therefore, the driver OP can sensibly determine the speed adjustment mode corresponding to the grasping amount by the operation forces F1 and F2 required for operating the speed adjustment lever 9. Therefore, the input operation device 1 can be operated more intuitively, and the operability of the input operation device 1 can be improved.

  (11) Since the controller 51 changes the speed of the vehicle at a preset ratio in accordance with the time for which the speed adjustment lever 9 is grasped, the driver OP adjusts the time for grasping the speed adjustment lever 9. Thus, the speed of the vehicle can be changed by a speed corresponding to the held time. Therefore, the driver OP can more intuitively operate the input operation device 1 by adjusting the time for which the speed adjustment lever 9 is gripped, and the operability of the input operation device 1 can be improved. .

  (12) Since the palm rest 6 is provided at a position lower than the normal steering installation position, the installation position of the input operation device 1 with respect to the vehicle is lowered. For this reason, the center of gravity of the vehicle can be set low, and the stability of the vehicle, particularly a single-seat vehicle can be improved.

  (13) The palm rest 6 is inclined forward so as to approach the seating surface S1 of the seat S toward the front of the vehicle. For this reason, the driver OP can grasp the palm rest 6 in a state where the front arm AR is supported by the input operation device 1 and the part (hand) on the tip side of the wrist is naturally lowered. Yes. Therefore, it becomes possible to lower the center of gravity of the vehicle in the state where the driver OP gets on, and the stability of the vehicle, particularly a single-seat vehicle can be improved.

  (14) The palm rest 6 is provided in a range where the hand of the driver OP can reach the tip of the palm rest 6 in a state where the driver OP lightly bends the elbow in the longitudinal direction of the input operation device 1. For this reason, since the driver OP can grip the palm rest 6 with the elbows bent slightly, it is possible to flexibly deal with disturbances such as the shaking of the vehicle when the vehicle travels. The influence on the driving operation of the driver OP and the physical burden on the driver OP are reduced.

  (15) Since the knob 7 is provided below the upper surface (mounting surface 6a) of the palm rest 6, the knob 7 is disposed below the palm P of the driver OP. For this reason, it is possible to prevent the knob 7 from being operated in a state not intended by the driver OP.

  (16) Since the forearm AR of the driver OP is supported while the palm P of the driver OP is supported by the palm rest 6, the input operation device 1 of the driver OP seated on the seat S is used. It can also function as an armrest.

  (17) Since the steering rotation axis Ls of the knob 7 is set to a position shifted inward in the vehicle width direction from the axis Lp of the palm rest 6, the knob 7 is on the thumb side of the driver OP with the palm P supported by the palm rest 6. (Position corresponding to the thumb, index finger, and middle finger) (see FIG. 1B). For this reason, the driver OP can easily rotate the knob 7 around the steering rotation axis Ls. Therefore, the operability of the input operation device 1 is improved.

In addition, you may change this Embodiment as follows.
In the above embodiment, the controller 51 decelerates stepwise according to the number of times the speed adjustment lever 9 is grasped when the grasping time t of the speed adjustment lever 9 is shorter than the threshold value (predetermined time) TH. However, the speed adjustment lever 9 may be decelerated step by step in accordance with the number of times the speed adjustment lever 9 is grasped regardless of the grasping time of the speed adjustment lever 9. That is, steps other than the step mode in the above embodiment may be omitted.

  Further, in the above embodiment, when the grasping time t is longer than the threshold (predetermined time) TH, the controller 51 keeps the speed adjusting lever 9 while it is grasped (corresponding to the hold mode). The vehicle is decelerated at a deceleration rate corresponding to the gripping amount of 9 (corresponding to the skip mode). However, while the speed adjustment lever 9 is being gripped, the vehicle is decelerated at a predetermined fixed deceleration rate. Also good. That is, the skip mode may be omitted.

Moreover, in the said embodiment, although it decelerated in steps according to the frequency | count of grasping of the speed adjustment lever 9 (corresponding to step mode), such a function may be omitted.
In the above embodiment, the controller 51 executes different speed adjustment modes (normal deceleration mode and emergency stop mode) depending on the amount of gripping of the speed adjustment lever 9, but any of them is omitted. May be.

  In the above embodiment, the normal deceleration mode and the emergency stop mode are assigned to the range of the gripping amount of the speed adjustment lever 9 with different operating forces F1 and F2, but the present invention is not limited to such a mode. For example, the emergency stop mode is omitted, and the step mode and the hold mode (or skip mode) included in the normal deceleration mode in the above-described embodiment are changed from the gripping amount of the speed adjustment lever 9 with different operating forces F1 and F2. Each may be assigned to a range.

  In the above embodiment, the operating forces F1 and F2 required for operating the speed adjustment lever 9 are set in two stages, but may be set in three or more stages. Further, the second coil spring 47 may be omitted, and the operating force required for operating the speed adjustment lever 9 may be set constant.

In the above embodiment, the vehicle is decelerated by the operation of the speed adjustment lever 9, but may be accelerated.
In the above embodiment, the speed adjustment lever 9 is provided on the lower surface 6b of the palm rest 6, but may be provided on the side surface of the palm rest 6 in the vehicle width direction, for example.

  In the above embodiment, the palm rest 6 is positioned so that the speed adjustment lever 9 is disposed at a position where the driver OP can hold the palm OP together with the palm rest 6 while the palm P of the driver OP is supported by the palm rest 6. A mechanism that can be changed may be provided. Moreover, you may provide the mechanism which changes the position of the palm rest 6 according to the driving | running | working state (vehicle speed etc.) of a vehicle.

  In the above embodiment, the outer shape of the palm rest 6 is a columnar shape that allows the driver OP to grip the palm rest 6, but has a shape that allows the driver OP to grip the palm rest 6. For example, it may be a rectangular column shape or an elliptic column shape, and can be changed as appropriate. Further, the shape of the palm rest 6 can be appropriately changed as long as the driver OP can stably place (hold) the palm P on the upper surface (mounting surface 6a) of the palm rest 6.

  In the above embodiment, the plurality of recesses 7a are provided on the surface of the knob 7 so as to be spaced apart from each other in the circumferential direction around the steering rotation axis Ls, but the arrangement of the recesses 7a can be changed as appropriate. Further, the recess 7a of the knob 7 may be omitted.

  In the above embodiment, the knob 7 is formed in a spherical shape, but can be appropriately changed as long as it has a circular cross section centered on the steering rotation axis Ls, such as a cylindrical shape. Further, the cross-sectional shape of the knob 7 can be appropriately changed as long as the driver OP can operate with the finger F.

  In the above embodiment, the knob 7 is provided so as to be rotatable around the steering rotation axis Ls and the acceleration / deceleration rotation axis Lg. However, the knob 7 may be provided so as to be rotatable only on one of them. . In this case, one of the functions of speed adjustment and steering is assigned to the knob 7. For example, when the speed adjustment is assigned to the knob 7, a steering wheel W that performs steering is provided. For example, when steering is assigned to the knob 7, an accelerator pedal or the like is provided to adjust the speed.

  Moreover, in the said embodiment, although the acceleration / deceleration rotation axis Lg was set to the vehicle front side of the knob 7, you may set the acceleration / deceleration rotation axis Lg to the vehicle rear side rather than the knob 7. FIG. Further, the knob 7 may be provided so as to be slidable in the vertical direction and the horizontal direction.

  In the above embodiment, the steering rotation axis Ls and the acceleration / deceleration rotation axis Lg of the knob 7 are orthogonal to each other, but the steering rotation axis Ls and the acceleration / deceleration rotation axis Lg are configured to form an angle other than a right angle. Alternatively, the steering rotation axis Ls and the acceleration / deceleration rotation axis Lg may not be crossed.

  In the above embodiment, the vehicle is accelerated when the knob 7 is rotated downward, and the vehicle is decelerated when the knob 7 is rotated upward. However, the knob 7 is rotated downward. If the vehicle decelerates and the knob 7 is rotated upward, the vehicle may be accelerated.

In the above embodiment, the knob 7 is disposed away from the palm rest 6, but may be provided integrally at the tip of the palm rest 6.
In the above embodiment, the upper surface 2a of the input operation device 1 (the placement surface 6a of the palm rest 6) is inclined so as to approach the seating surface S1 of the seat S toward the front of the vehicle. You may incline so that it may leave | separate from the seating surface S1 of the sheet | seat S toward the front, and it is good also as parallel to the seating surface S1.

In the above embodiment, the present invention is applied to a vehicle using the engine E as a travel drive source. However, the present invention may be applied to a vehicle using a motor as a travel drive source, for example.
In the embodiment described above, the steering rotation axis Ls of the knob 7 and the axis Lp of the palm rest 6 are set so as to deviate from each other, but they may be set so as to match.

  In the above embodiment, the turning operation of the knob 7 is detected by the switches 14 and 15, but the turning angle of the knob 7 may be detected in an analog manner using, for example, a potentiometer. In this case, the deceleration rate of the vehicle may be set according to the rotation angle of the knob 7.

  In the above embodiment, two first potentiometers 26 and 27 and two second potentiometers 49 and 49 are provided for fail-safe, but one may be provided, or three may be provided.

  In the above embodiment, the input operation device 1 is installed so that it can be operated with the right arm of the driver OP, but may be operated with the left arm of the driver OP. Further, the input operation device 1 may be installed on both sides of the driver OP.

Next, the technical idea that can be grasped from the embodiment will be described below.
(B) The input operation device according to any one of claims 1 to 12, wherein the input operation unit is provided below an upper surface of the palm rest. According to the present invention, the input operation unit can prevent the input operation unit from being operated in a state not intended by the driver arranged below the palm of the driver.

  (B) The input operation device according to any one of claims 1 to 12, wherein the driver's forearm is supported in a state where the palm of the driver is supported by the palm rest. An input operation device characterized by that. According to the present invention, the input operation device can also function as a driver's elbow rest (armrest).

(A) The side view of an input operation device, (b) The top view of an input operation device. The perspective view of an input operation device. The side view of the input operation apparatus of the state which removed the main body cover. The elements on larger scale which looked at the input operation device from the vehicle inside. (A) The elements on larger scale which looked at the input operation apparatus from the vehicle outer side, (b) The expansion perspective view of a part of input operation apparatus. CC sectional drawing of FIG. (A), (b) is a figure for demonstrating operation | movement of an input operation mechanism. DD sectional drawing of FIG. (A), (b) The figure for demonstrating operation | movement of a return mechanism. The figure which looked at the input operation apparatus from the arrow E direction of FIG. (A), (b) is a figure for demonstrating operation | movement of an input operation mechanism. (A) is the elements on larger scale which looked at the input operation apparatus from the vehicle outer side, (b) is the figure seen from the arrow H direction of the figure (a). (A), (b) is a figure for demonstrating operation | movement of the operating force setting mechanism. (A), (b) is a figure for demonstrating operation | movement of the operating force setting mechanism. The block diagram for demonstrating the electric constitution of an input operation device. (A) is a flowchart for demonstrating the normal deceleration mode of an input operating device, (b) is a figure for demonstrating each mode selected in normal deceleration mode.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Input operation apparatus, 6 ... Palm rest, 6a ... Mounting surface as an upper surface, 6b ... Lower surface, 7 ... Knob as an input operation part, 7a ... Recessed part, 9 ... Speed adjustment lever, 45 ... First as an urging means 1 coil spring, 47: second coil spring as urging means, 51: controller as control means, F: fingers, F1, F2: operating force, P: palm, t: grasping time, AR: forearm, Ls ... steering rotation axis as the first axis, Lg ... acceleration / deceleration rotation axis as the second axis, OP ... driver, TH ... time.

Claims (12)

An input operation device used for driving a vehicle,
A palm rest that supports at least part of the palm of the driver;
An input operation unit that is provided at a position where the driver's finger can reach in a state where the palm of the driver is supported by the palm rest on the distal end side of the palm rest and is operated by the driver's finger; An input operation device characterized by that. The input operation device according to claim 1,
The input operation device, wherein the input operation unit is disposed apart from the palm rest so that the driver's finger can be inserted between the palm rest and the input operation unit. In the input operation device according to claim 1 or 2,
The input operation unit is provided to be rotatable around a first axis along the driver's forearm and a second axis orthogonal to the driver's forearm in a state where the palm is supported on the palm rest. An input operation device characterized by that. The input operation device according to claim 3,
The input operation device has a circular cross section centered on the first axis. In the input operation device according to claim 3 or 4,
An input operation device characterized in that a plurality of recesses are provided on the surface of the input operation unit so as to be spaced apart in the circumferential direction about the first axis. In the input operation device according to any one of claims 1 to 5,
The input operation device according to claim 1, wherein an outer shape of the palm rest is set so that a finger of the driver reaches the lower surface in a state where at least a part of the palm of the driver is placed on the upper surface. In the input operation device according to any one of claims 1 to 6,
An input operation device, wherein a speed adjustment lever for adjusting the speed of the vehicle is provided at a position where the driver's palm is held together with the palm rest while the palm of the driver is supported by the palm rest. The input operation device according to claim 7,
An input operation device comprising control means for decelerating the vehicle based on an operation of the speed adjustment lever. The input operation device according to claim 8,
The input operation device according to claim 1, wherein the control means decelerates the vehicle according to the number of times the speed adjusting lever is gripped. The input operation device according to any one of claims 8 and 9,
The control means executes a plurality of types of speed adjustment modes in accordance with a grip amount of the speed adjustment lever,
Urging means for urging the speed adjustment lever stepwise in the opposite direction to the operation direction so that the operation force in the range of the gripping amount set corresponding to each speed adjustment mode is different; An input operation device characterized by. In the input operation device according to any one of claims 8 to 10,
The input operation device characterized in that the control means changes the speed of the vehicle at a preset ratio in accordance with a time for which the speed adjusting lever is gripped. In the input operation device according to any one of claims 8 to 11,
The input operation device characterized in that the control means changes the speed of the vehicle at a rate set in accordance with a grip amount of the speed adjustment lever.

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