JP2011064901A - Driving simulator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving simulator including a shift lever device which is compatible with automatic operation or manual operation, gives good operational feeling and has excellent durability and appearance. <P>SOLUTION: The shift lever device includes: a shift lever holder 72 set in a transmission cover 71; a shift lever 73 rockably fitted to the shift lever holder 72 through a universal joint 72a; and first and second operating position regulating plates 74, 75 individually provided with first and second operating position regulating windows 76, 77 opened for inserting the lower end of the shift lever 73 and stacked in two stages to be held on the transmission cover 71. The relative position of the first operating position regulating plate 74 to the second operating position regulating plate 75 is varied to switch a movable range of the shift lever 73 to that for a stick shift or for an automatic car. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a driving simulator used for driving driving training and traffic safety education, and more particularly, to a means for changing a shift lever device to be automatic or manual according to the content of a course to be attended.

  Conventionally, a driver's seat where a person who receives driving training and traffic safety education (hereinafter referred to collectively as a “trainee” in this specification) sits, and an actual car in front of the driver's seat. Various driving operation devices (steering unit, pedal, shift lever device, etc.) that are arranged in a simulated manner, road driving images that are arranged in front of the driver's seat and change according to the operation status of the driving operation devices, and the required A driving simulator including a display device that displays acoustic data is known (see, for example, Patent Document 1).

  Since there are automatic and manual shift lever devices for automobiles, the shift lever device provided in the driving simulator can be used for those who are trained in an automobile equipped with an automatic shift lever device. In order to be able to cope with a person who takes a course of an automobile equipped with a lever device, it is required to have a means for changing the shift lever device to an automatic correspondence or a manual correspondence.

  Conventionally, as this type of shift lever device, a shift cover that restricts the operation direction of the shift lever in only one direction is attached to the opening of the transmission cover from which a manual shift lever protrudes. When carrying out a course for a car with a shift lever device, cover the opening of the transmission cover with the shift cover, and when carrying out a course for a car with a manual shift lever device, A method of removing the shift cover from the opening has been proposed (see, for example, Patent Document 1). According to Patent Document 1, the shift cover is attached to the opening of the transmission cover via a hinge.

JP-A-10-198264

  However, since the hinge is a low-rigidity and low-strength connecting member, there is a problem that the setting position of the shift cover is likely to shift due to interference with the shift lever, and the operational feeling of the shift lever is different from that of the actual vehicle. In addition, when the shift lever is handled violently, the hinge is easily broken, so there is a problem that durability is low. Furthermore, when the shift cover is opened, the internal structure of the transmission cover is viewed from the outside, which is not preferable from an aesthetic point of view.

  The present invention has been made in order to solve the problems of the prior art, and its purpose can be appropriately changed to automatic correspondence or manual correspondence, and it has a good operational feeling and is excellent in durability and aesthetics. The object is to provide a driving simulator having a lever device.

  In order to solve the above problems, the present invention provides a driver's seat, a driver's operating device including a steering unit, a pedal and a shift lever device disposed in front of the driver's seat, and a driver's seat disposed in front of the driver's seat. In a driving simulator provided with a road driving image that changes according to an operation situation and a display device that displays required sound, the shift lever device includes a shift lever holding body set in a transmission cover, and a shift lever holding body. And a shift lever having a top end disposed above the transmission cover, and first and second operation position restricting windows for inserting the bottom end of the shift lever. Opened individually, stacked in two upper and lower stages, and held by the transmission cover And a second operation position restricting plate, and changing the relative position between the first operation position restricting plate and the second operation position restricting plate, the first operation position restricting window and the second operation position restricting plate. The combination of the two operation position restriction windows is changed to change the movable range of the shift lever to a range corresponding to a manual vehicle or a range corresponding to an automatic vehicle.

  According to such a configuration, the first and second operation position restricting plates are overlapped with each other and held by the transmission cover, so that the first and second operation position restricting plates can be configured with high rigidity. Accordingly, the shift lever is not deformed or rattled by the operation of the shift lever, the operational feeling of the shift lever can be improved, and the durability of the shift lever device can be enhanced.

  In the present invention, the relative position of the first operation position restricting plate and the second operation position restricting plate is changed manually.

  According to such a configuration, the configuration of the driving simulator can be simplified and the cost can be reduced as compared with the case where the relative positions of the first and second operation position regulating plates are changed by an electric device such as a motor. .

  In the present invention, a plunger is provided on the shift lever, and a force-applying plate provided with a depression that engages with the tip of the plunger is disposed on the movement path of the plunger. It was configured to give a click feeling when switching the range.

  According to this configuration, the click feeling at the time of switching the range is given to the operation of the shift lever, so that the student can operate the shift lever with a feeling almost the same as the actual vehicle, and the shift lever has a good feeling of operation. Can be.

  According to the present invention, a cover member for preventing the operation of the shift lever and preventing the inside of the transmission cover from being visually observed is provided on the upper portion of the transmission cover.

  According to such a configuration, the inside of the transmission cover is not visually observed by the student, so that the aesthetic appearance of the driving simulator can be improved.

  The driving simulator of the present invention superimposes the first and second operation position restriction plates on top and bottom and holds them on the transmission cover, so that the first and second operation position restriction plates can be configured with high rigidity. The deformation and backlash of the first and second operation position restricting plates can be prevented, the shift lever can have a good operational feeling, and the durability of the shift lever device can be enhanced.

1 is an overall configuration diagram of a driving simulator according to an embodiment. It is a block diagram which shows the state at the time of the normal vehicle corresponding | compatible of the steering unit and attitude | position adjustment mechanism which concern on embodiment. It is a block diagram which shows the state at the time of the medium-sized vehicle corresponding to the steering unit and attitude | position adjustment mechanism which concerns on embodiment. It is a block diagram which shows the connection state of the stationary part which comprises the attitude | position adjustment mechanism which concerns on embodiment, a movable part, and a drive part. It is a front view of the stationary plate which comprises the attitude | position adjustment mechanism which concerns on embodiment. It is a principal part top view of the steering unit which concerns on embodiment. It is operation | movement explanatory drawing of the force sense provision part which concerns on embodiment. It is operation | movement explanatory drawing of the force sense provision part which concerns on embodiment. It is the lineblock diagram seen from the front direction of the shift lever device concerning an embodiment. It is the block diagram seen from the back direction of the shift lever apparatus which concerns on embodiment. It is the block diagram seen from the side surface direction of the shift lever apparatus which concerns on embodiment. It is a block diagram of the 1st and 2nd position control board which concerns on embodiment. It is a figure which shows the combined state of the 1st and 2nd position control board at the time of respond | corresponding to an automatic vehicle. It is a figure which shows the combination state of the 1st and 2nd position control board at the time of respond | corresponding to a manual vehicle.

  Hereinafter, the driving simulator according to the embodiment will be described with reference to the drawings. As shown in FIG. 1, the driving simulator of this example includes a driver's seat 1 where a student sits, a steering unit 2, a pedal 3, and a shift lever device 4 arranged in front of the driver's seat 1 simulating an actual car. And a display device 5 that is arranged in front of the driver's seat 1 and displays a road image and required acoustic data that change according to the operation status of the steering unit 2, the pedal 3, and the shift lever device 4, and these devices. It is mainly composed of a machine base 6 to be mounted.

  For the driver's seat 1 and the pedal 3, an actual vehicle equivalent is used in order to make the operation feeling of the driving simulator close to that of the actual vehicle. Accordingly, the driver's seat 1 is provided with a slide mechanism for adjusting the distance from the steering unit 2 and a seat tilt mechanism for adjusting the inclination angle of the backrest 1a. You can sit on the seat.

  The display device 5 can be provided with any display device capable of displaying a required road running image and acoustic data, such as a CRT, a liquid crystal display, and a plasma display.

  As shown in FIGS. 2, 3, and 6, the steering unit 2 includes a steering shaft 11, a steering holding portion 12 that rotatably holds the steering shaft 11, and a steering wheel that is fixed to the upper end portion of the steering shaft 11. 13 (see FIG. 1) and a force sense imparting portion 14 provided on the lower end side of the steering shaft 11 and imparting an operation reaction force and a center return force to the steering wheel 13 via the steering shaft 11, and the posture adjustment It is attached to the machine base 6 via the mechanism 7.

  The steering holding portion 12 is formed in a cylindrical shape, and holds the steering shaft 11 penetrating therein through a bearing 15 so as to be rotatable. The entire length of the steering shaft 11 is formed longer than the entire length of the steering holding portion 12, and the upper and lower end portions of the steering shaft 11 protrude upward and downward from the upper and lower end portions of the steering holding portion 12, respectively. As shown in FIGS. 2, 3, and 6, a downward U-shaped bracket 16 is provided on the lower end side of the steering holding portion 12, and the front end of the bracket 16 is a U-shaped reinforcing body in cross section. It is connected at 16a. The steering unit 2 is connected to the attitude adjustment mechanism 7 via the bracket 16. A connection mechanism between the steering unit 2 and the attitude adjustment mechanism 7 will be described later.

  As shown in FIGS. 2 to 5, the attitude adjustment mechanism 7 includes a fixed portion 21 fixed to the machine base, a movable portion 22 connected to the steering holding portion 12 via the bracket 16, and a movable portion 22. The driving unit 23 is driven along the fixed unit 21.

  The fixed portion 21 includes two L-shaped fixed plates 24 suspended from the machine base 6 at a predetermined interval, and each fixed plate 24 has 2 for guiding the movable portion 22. An upper screw hole 27 and a lower screw hole 28 into which a guide screw 25a, 25b for the strip and a fixing screw 26 for fixing the movable portion 22 are screwed are formed. The guide grooves 25a and 25b are for adjusting the height position of the steering wheel 13 with respect to the driver's seat 1. As shown in FIG. 5, the guide groove 25a is longer than the guide groove 25b, and its lower end is guided. It is formed in an arc shape centering on the lower end of the groove 25b.

  The movable portion 22 is connected to the wide first connecting portion 22 a that slides along the inner surfaces of the two fixed plates 24 that constitute the fixed portion 21, and the narrow portion that is connected to the bracket 16 provided on the steering holding portion 12. The second connecting portion 22b is slidably inserted between the fixed plates 24. A through bolt through hole 29 having a diameter substantially equal to the groove width of the guide groove 25 is formed on both the left and right side surfaces of the first connecting portion 22a. The through bolt through hole 29 passes through the guide groove 25. The through bolt 30 reaching from the outer surface of one fixing plate 24 to the outer surface of the other fixing plate 24 is penetrated. Thereby, the movable portion 22 can move in the vertical direction along the inner surface of the fixed portion 21. In addition, it can replace with the structure which uses the through-bolt 30 as a shaft body inserted in the guide groove 25, and can also be set as the structure which inserts the guide pin attached to the movable part 22 into the guide groove 25. FIG. A rib 31 is provided on the upper surface of the first connecting portion 22a, and a connecting pin 32 for connecting the driving portion 23 is provided on the rib 31.

  The movable portion 22 and the steering holding portion 12 are connected to each other via a rotation center shaft 80 so as to be rotatable. The second connecting portion 22b of the movable portion 22 is provided with a rectangular long hole 33a, and the bracket 16 provided in the steering holding portion 12 passes through a connecting shaft having the same diameter as the width of the long hole 33a. Holes 33b are formed, and the steering holding part 12 is fixed to the movable part 22 by fastening the fastening bolts 34 inserted into the long holes 33a and the connecting shaft through holes 33b. The movable rotation angle of the steering holding portion 12 with respect to the movable portion 22 is restricted to about 5 ° to 7 ° by the length and shape of the long hole 33a. Accordingly, the steering unit 2 can be tilted according to the physique of the student by rotating the steering holder 12 around the rotation center shaft 80 in a state where the fastening bolt 34 is loosened.

  The drive unit 23 includes a worm gear 41 that is rotationally driven by human power, a driven gear 42 meshed with the worm gear 41, one end fixed to the driven gear 42, and a tip portion provided on the movable unit 22. The rotation lever 43 is connected to the connection pin 32. The worm gear 41 is provided with a hand crank insertion hole 41a for inserting a tip of a hand crank (not shown) so that the worm gear 41 can be driven to rotate manually. In addition, a long hole 43a for slidably inserting the connecting pin 31 is provided at the tip of the rotating lever 43. By inserting the connecting pin 32 into the long hole 43a, the movable part 22 is inserted. The movable portion 22 can be driven without interfering with.

  That is, when the steering unit 2 and the posture adjusting mechanism 7 are in the state corresponding to the ordinary vehicle shown in FIG. 2, when the worm gear 41 is rotated to the right, the driven gear 42 is rotated to the right on the paper surface, and the tip of the rotation lever 43 is The part descends. As a result, a downward driving force is applied to the movable portion 22, and the movable portion 22 first descends along the straight portion 25 a of the guide groove 25. After the through bolt 30 reaches the curved portion 25b of the guide groove 25, the movable portion 22 changes the inclination angle along the curved portion 25b of the guide groove 25 by the driving force applied from the rotating lever 43, as shown in FIG. It will be ready for medium and large vehicles. As can be seen from the comparison between FIG. 2 and FIG. 3, the height position of the steering wheel 13 relative to the driver's seat 1 when dealing with medium and large vehicles (the height position of the tip of the steering shaft 11) is the driving when dealing with ordinary vehicles. It is slightly lower than the height position of the steering wheel with respect to the seat 1. In addition, the inclination angle of the steering wheel 13 with respect to the horizontal plane when dealing with ordinary vehicles is about 60 °, which is equivalent to that of an actual vehicle, whereas the inclination angle of the steering wheel 13 with respect to the horizontal plane when dealing with medium-sized and large vehicles is equivalent to that of an actual vehicle. Of about 30 °. After the attitudes of the steering unit 2 and the attitude adjustment mechanism 7 are adapted to medium and large-sized vehicles, the fixing screw 26 is screwed into the lower screw hole 28 formed in the fixing plate 24, and the movable part is connected to the fixing part 21. 22 is fixed. Thereby, the same operation of the movable portion 22 is prevented, and the subsequent operation of the steering wheel 13 can be performed stably.

  On the contrary, when the steering unit 2 and the posture adjusting mechanism 7 in the state corresponding to the medium-sized vehicle shown in FIG. 3 are set in the state corresponding to the ordinary vehicle shown in FIG. 2, the fixing screw 26 is removed from the lower screw hole 28. The worm gear 41 is rotated counterclockwise. When the worm gear 41 is rotated counterclockwise, the driven gear 42 rotates counterclockwise on the paper surface and the tip of the rotation lever 43 is raised. As a result, an upward driving force is applied to the movable portion 22, and the movable portion 22 first rises along the curved portion 25 b of the guide groove 25 to set the tilt angle of the steering unit 2 to the tilt angle corresponding to the ordinary vehicle. After the through bolt 30 reaches the straight portion 25a of the guide groove 25, the movable portion 22 rises along the straight portion 25a of the guide groove 25 by the driving force applied from the rotating lever 43, and the ordinary vehicle shown in FIG. It becomes a state of correspondence. After the attitudes of the steering unit 2 and the attitude adjustment mechanism 7 become the attitudes corresponding to ordinary cars, the fixing screws 26 are screwed into the upper screw holes 27 formed in the fixing plate 24, and the movable part 22 is engaged with the fixing part 21. To fix. Thereby, the same operation of the movable portion 22 is prevented, and the subsequent operation of the steering wheel 13 can be performed stably.

  Next, the configuration of the force sense applying unit 14 will be described. As shown in FIGS. 2, 3 and 6 to 8, the force sense imparting portion 14 is provided at a lower end portion of the steering holding portion 12, and a fixing portion 51 in which a through hole of the steering shaft 11 is opened, and a steering A small gear 52 attached to the lower end of the shaft 11, a large gear (rotary body) 53 that is rotatably held by the fixed portion 51 and meshed with the small gear 52, and a large gear 53 that is rotatably attached. The roller follower 54 and the stop roller 55, the moving body 56 driven by the roller follower 54, and two pieces formed integrally with the moving body 56 and slidably held by a bush 57 attached to the fixed portion 51. The guide bar 58, the two spring holding bars 59 formed integrally with the moving body 56, and the spring holding bar 59 are attached, and are stretched between the fixed portion 51 and the moving body 56. A compression spring 60 that elastically contacts the moving body 56 with the roller follower 54, a stop pin 61 that is attached to the fixed portion 51 and contacts the stop roller 55 when the large gear 53 is rotated by a predetermined angle, and the steering shaft 11 An encoder 62 for detecting the rotation angle is included. The stop roller 55 and the stop pin 61 function as a rotation restricting member that restricts the movable range of the steering wheel 13 to a finite range.

  The gear ratio (reduction ratio) between the small gear 52 and the large gear 53 is such that the rotation angle of the large gear 53 is about 150 ° when the steering wheel 13 is rotated to the maximum movable range (± 1.5 rotations). Is set to be As a result, as shown in FIG. 8, it is possible to secure a mounting space for the stop pin 61 with which the stop roller 55 is brought into contact, so that the movable range of the steering wheel 13 of the driving simulator is limited to the same limit as that of the actual vehicle. be able to.

  A recess 63 for dropping the roller follower 54 is formed at the center of the surface of the moving body 56 on which the roller follower 54 comes into contact, and the curvature of the recess 63 is larger than the curvature of the roller follower 54. In this case, even if the elasticity of the compression spring 60 changes to some extent with time, the roller follower 54 falls into the recess 63 in the process of returning the rotated large gear 53 in the center direction. Thus, the center return of the steering wheel 13 can be ensured.

  When the steering wheel 13 is rotated to the left from the center position, as shown in FIGS. 7 and 8, the large gear 53, the roller follower 54, and the stop roller 55 are integrally rotated to the left. Since the roller follower 54 is in contact with the moving body 56, when the roller follower 54 rotates leftward, the moving body 56 moves downward against the elastic force of the compression spring 60. As a result, an operation reaction force corresponding to the amount of rotation is transmitted to the steering wheel 13, so that the student can obtain an operation feeling substantially equivalent to that of the actual vehicle. When the hand is released from the steering wheel 13 in this state, the moving body is moved upward by the elastic force of the compression spring 60, and accordingly, the large gear 53, the roller follower 54, and the stop roller 55 are integrated into the right. Since the steering wheel 13 rotates in the direction, the steering wheel 13 is returned to the center direction. When the roller follower 54 enters the recess 63 formed in the central portion of the moving body 56, the roller follower 54 is drawn into the central portion of the moving body 56 by the slope of the recess 63, so that the steering wheel 13 is returned to the center. It can be performed automatically and with high accuracy. Further, when the steering wheel 13 is rotated in one direction, the stop roller 55 is brought into contact with the stop pin 61, and further rotation operation of the steering wheel 13 becomes impossible. Since the angle is set to ± 1.5 rotations as in the case of the actual vehicle, the student can obtain an operation feeling equivalent to that of the actual vehicle. Note that the output of the encoder 62 is used to control the road running video and acoustic data displayed on the display device 5.

  Next, the configuration of the shift lever device 4 provided in the driving simulator according to the embodiment will be described with reference to FIGS. As shown in these drawings, the shift lever device 4 of this example is configured to be able to swing on a box-shaped transmission cover 71, a shift lever holding body 72 set in the transmission cover 71, and the shift lever holding body 72. The shift lever 73 is attached, and the first and second operation position restricting plates 74 and 75 that switch the movable range of the shift lever 73 to a range corresponding to a manual vehicle or a range corresponding to an automatic vehicle are mainly configured. Yes. A cover member 71 a is provided on the upper portion of the transmission cover 71 so as not to hinder the operation of the shift lever 73 and prevent the inside of the transmission cover 71 from being visually observed. By doing so, it is possible to prevent the student from seeing the inside of the transmission cover, so that the aesthetics of the driving simulator can be improved.

  The shift lever 73 is a universal joint so that it can swing in the length direction of the shift lever holder 72 (see FIG. 11) and in the width direction of the shift lever holder 72 perpendicular to the shift lever holder 72 (see FIGS. 9 and 10). It is attached to the shift lever holder 72 via 72a. The lower end portion of the shift lever 73 has a first operation position restriction window 76 opened on the first operation position restriction plate 74 and a second operation position restriction window 77 opened on the second operation position restriction plate 75. The operation is restricted to a movable range corresponding to a manual vehicle or a movable range corresponding to an automatic vehicle determined by a combination of the first and second operation position restricting windows 76 and 77.

  That is, as shown in FIG. 12A, the first operation position restricting window 76 opened on the first operation position restricting plate 74 has a substantially square through hole 76a and a central portion on one side thereof. The long hole 76b extends vertically. On the other hand, as shown in FIG. 12 (b), the second operation position restriction window 77 opened on the second operation position restriction plate 75 has a long elongated hole 77a at the center and one end on both sides thereof. It consists of two short long holes 77b and 77c arranged close to each other. The first and second operation position restricting plates 74 and 75 are arranged one above the other so that the second operation position restricting plate 75 is fixed to the transmission cover 1 while the first operation position restricting plate 75 is fixed to the transmission cover 1. The operation position restricting plate 74 is configured to be movable in the opening direction of the long holes 77a, 77b, 77c.

  Accordingly, the first operation position restricting plate 74 is formed so that the long hole 76 b formed in the first operation position restricting plate 74 overlaps with the central long hole 77 a formed in the second operation position restricting plate 75. When it moves, as shown in FIG. 13, it consists of a combination of a long hole 76b opened in the first operation position restricting plate 74 and a central long hole 77a opened in the second operation position restricting plate 75. A shift lever restricting groove for automatic vehicles is formed. Parking P, reverse R, neutral N, drive D, 2nd, and 1st range are allocated at regular intervals from one end side in the length direction of the shift lever regulating groove. At the time of switching between the ranges, the click feeling generated when the movable portion of the plunger 81 attached to the shift lever 73 gets over the recess 82a opened in the force sense applying plate 82 arranged to face the movable portion is given.

  On the other hand, the substantially square through-holes 76a opened in the first operation position restricting plate 74 are overlapped with the left and right long holes 77b and 77c opened in the second operation position restricting plate 75. When the first operation position restricting plate 74 is moved, as shown in FIG. 14, a part of the long long hole 77a formed in the second operation position restricting plate 75 and the short long holes 77b and 77c formed on both sides thereof. A shift lever restricting groove corresponding to a manual vehicle is formed. The shift lever restricting groove is assigned a neutral N at its center, and a low L, a second S, a top T, and a reverse R are assigned to each end. The click feeling at the time of switching the range is provided by the plunger 81 and the force sense applying plate 82 attached to the shift lever 73 as described above.

  The first operation position restricting plate 74 is connected to the second operation position restricting plate 75 by an index plunger 83. Accordingly, if the index plunger 83 is pulled, the connection between the first operation position restricting plate 74 and the second operation position restricting plate 75 can be released, and after the connection between the operation position restricting plates 74 and 75 is released. By manually moving the first operation position restricting plate 74, a shift lever restricting groove corresponding to an automatic vehicle and a shift lever restricting groove corresponding to a manual vehicle can be appropriately formed. The set position of the first operation position restricting plate 74 is detected by the micro switch 84, and the output of the micro switch 84 is used for controlling the road running image and the acoustic data displayed on the display device 5.

  Further, the operation position of the shift lever 73 in the direction along the long hole is detected by a potentiometer 85 (see FIG. 9), and the operation position of the shift lever 73 in the direction perpendicular thereto is detected by the micro switches 86 and 87 (see FIG. 10). Detected by. The output of the potentiometer 85 and the outputs of the microswitches 86 and 87 are used for control of road driving images and acoustic data displayed on the display device 5. In addition, the code | symbol 88 of FIG. 10 has shown the compression spring for returning the shift lever 73 to the center position of the left-right direction.

  The shift lever device 4 of the present example regulates the shift switching position of the shift lever 73 by the second operation position restricting plate 75 fixed to the transmission cover 71 and the first operation position restricting plate 74 superimposed thereon. As a result, even when the shift lever 73 is handled roughly, the operation position restricting plates 74 and 75 are less likely to be deformed or rattled, have excellent durability, and have a good operation feeling of the shift lever 73. Can be a thing.

  The present invention can be used for a driving simulator used for driving driving training and traffic safety education.

DESCRIPTION OF SYMBOLS 1 Driver's seat 2 Steering unit 3 Pedal 4 Shift lever apparatus 5 Display apparatus 6 Machine stand 7 Attitude adjustment mechanism 71 Transmission cover 71a Cover member 72 Shift lever holding body 73 Shift lever 74, 75 Operation position restriction plate 76, 77 Operation position restriction window 81 Plunger 82 Force applying plate 83 Index plunger 84 Micro switch 85 Potentiometer 86, 87 Micro switch 88 Compression spring

Claims (4)

A driver's seat, a driving operation device including a steering unit, a pedal, and a shift lever device disposed in front of the driver's seat, a road running image that is disposed in front of the driver's seat and changes according to an operation state of the driving operation device, and In a driving simulator provided with a display device that displays the required sound,
The shift lever device includes a shift lever holder set in a transmission cover, a shift lever holder that is swingably attached to the shift lever holder via a universal joint, and an upper end portion disposed above the transmission cover. And first and second operation position restricting windows for inserting the lower end of the shift lever are individually opened and overlapped in two upper and lower stages, and the first and second operations held by the transmission cover. A position regulating plate,
By changing the relative position of the first operation position restricting plate and the second operation position restricting plate, the combination of the first operation position restricting window and the second operation position restricting window is changed, A driving simulator characterized by switching a movable range of the shift lever to a range corresponding to a manual vehicle or a range corresponding to an automatic vehicle.   2. The driving simulator according to claim 1, wherein the relative position of the first operation position restriction plate and the second operation position restriction plate is changed manually. 3.   The shift lever is provided with a plunger, and a force applying plate provided with a depression that engages the tip of the plunger is arranged on the movement path of the plunger. The driving simulator according to claim 1, wherein a feeling is imparted.   4. A cover member for preventing an operation of the shift lever from being obstructed and preventing the inside of the transmission cover from being visually observed at an upper portion of the transmission cover. The driving simulator according to claim 1.

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