JP2020197639A - Driving training device for vehicles - Google Patents

Abstract

To provide a driving training device for vehicles which is equipped with an AT lever selection mechanism capable of adjusting an operation load and thereby designed to give a working feel or an operating feel much more similar to a real vehicle.SOLUTION: Provided is a driving training device for vehicles equipped with an AT lever selection mechanism 50 for selecting a position in response to the operation of a select lever, wherein the AT lever selection mechanism 50 is constituted from a transmission bar 50a linked to the select lever and having formed therein a plurality of grooves 50a1 corresponding to positions, and a load setting mechanism 50b equipped with an adjustment unit 50b3 for using a spherical washer 50b1 and a spring 50b2 to bring the transmission bar 50a in contact with, and press against, the spherical surface side of the spherical washer 50b1 and capable of adjusting the load of the spring 50b2.SELECTED DRAWING: Figure 14

Description

The present invention relates to a vehicle driving training device.

The driving training device for a vehicle can improve the sense of presence so as to give the trainee a feeling of operation similar to that of an actual vehicle, and is desirable as an encouragement for learning driving skills. In that respect, in the technique described in Patent Document 1 below, a configuration has been proposed in which a steering reaction force similar to that of an actual vehicle is applied to the steering wheel by the output of a hollow electric motor arranged around the steering shaft.

JP-A-11-126018

However, in the technique described in Patent Document 1, although the steering reaction force is applied by the electric motor as described above, the AT lever is configured so that the operating load can be adjusted and gives the trainee a feeling of operation similar to that of the actual vehicle. It did not have a select mechanism.

Therefore, an object of the present invention is to solve the above-mentioned problems and to provide a driving training device for a vehicle that is provided with an AT lever select mechanism capable of adjusting an operating load so as to give a feeling of operation more similar to that of an actual vehicle. It is in.

In order to achieve the above object, in the present invention, a vehicle driving training device including an AT lever select mechanism that selects a position according to an operation of a select lever, wherein the AT lever select mechanism is used. A transmission bar connected to the select lever and having a plurality of grooves corresponding to the positions and the transmission bar are pressed by a spherical washer and a spring while abutting the spherical side of the spherical washer. , The load setting mechanism is provided with an adjusting portion capable of adjusting the load of the spring.

It is a side view of the vehicle driving training apparatus which concerns on embodiment of this invention. FIG. 1 is a schematic view showing a configuration of an electronic control unit of the apparatus. FIG. 1 is a vertical sectional view of a steering gearbox of a steering shaft of the device. It is a side view when the steering gear box of FIG. 3 is seen from the right side in the figure. It is a side view of the steering gear box of FIG. 4 when viewed from below. FIG. 5 is a sectional view taken along line VI-VI of FIG. It is sectional drawing which shows the steering gear box of FIG. 4 developed along the line VII-VII. It is explanatory drawing which shows the return torque of the steering shaft and the gear backlash range of FIG. It is explanatory drawing which shows the characteristic of the return torque with respect to the rotation angle of the steering shaft of FIG. It is explanatory drawing which shows the characteristic of the vehicle speed reaction torque with respect to the vehicle speed of the steering shaft of FIG. FIG. 1 is a vertical cross-sectional view of a brake reaction force generating mechanism near the brake pedal of the device. It is an enlarged view of the main part of the brake reaction force generation mechanism of FIG. FIG. 1 is a side view of the AT lever select mechanism of the device. It is sectional drawing of the main part of the AT lever select mechanism of FIG.

Hereinafter, a mode for implementing the vehicle driving training device according to the present invention will be described in accordance with the attached drawings.

1 is a side view of the vehicle driving training device, FIG. 2 is a schematic view showing the configuration of the electronic control unit of the device, FIG. 3 is a vertical sectional view of the steering gear box of the device, and FIG. 4 is FIG. 5 is a side view of the steering gearbox of FIG. 4 when viewed from the right side, FIG. 5 is a side view of the steering gearbox of FIG. 4 when viewed from below, and FIG. 6 is a sectional view taken along line VI-VI of FIG. FIG. 7 is a cross-sectional view showing the steering gear box of FIG. 4 developed along the line VII-VII.

As shown in the figure, the vehicle driving training device 10 according to the embodiment includes a steering shaft 16 connected to a steering wheel 14 arranged near a seat 12 on which a trainee (not shown) can be seated, and a steering wheel 14. A steering range regulating mechanism 20 that regulates the steering range in the left and right steering directions of the steering shaft 16 by the rotation operation of the steering shaft 16 and an electric motor 22 that can apply a steering reaction force in a direction facing the left and right steering directions of the steering shaft 16. In addition, the steering shaft 16 is provided with a friction force applying mechanism 24 capable of applying frictional force to steering in the left and right steering directions. The vehicle driving training device 10 is placed, for example, on the floor surface F of a room of a driving school.

The steering wheel 14 is arranged near the seat 12 so that trainees can operate (rotate) it, and the steering shaft 16 connected to the steering wheel 14 functions as a tearing column as shown in FIG. It is housed in 26.

As shown in FIGS. 3 to 7, in the steering gear box 26, the steering range regulating mechanism 20 includes a stopper shaft 20b connected to the steering shaft 16 via a gear 16a and a first gear (stopper shaft gear) 20a, and a stopper. It is composed of a nut 20c attached to the shaft 20b and at least two stoppers 20d projecting from the wall surface of the steering gear box 26 so as to come into contact with the nuts 20c on both sides of the nut 20c from the vicinity of the stopper shaft 20b.

As shown in FIGS. 3 and 6, the nut 20c has a rectangular shape (square shape), and by contacting the stoppers 20d on both sides, the steering range of the steering shaft 16 in the left and right steering directions (2.5 rotations each on the left and right). ), That is, the position corresponding to the intermediate position of the stopper 20d, that is, the origin position of the steering shaft 16 (center position of left-right rotation; θ0 in FIG. 8).

Further, the nut 20c is fixed to the plunger mounting plate 24a via the bolt 20c1, and the plunger mounting plate 24a is provided with the friction force applying mechanism 24. The frictional force applying mechanism 24 includes a ball plunger 24b.

The ball plunger 24b is formed from a tubular plunger body 24b1 and a ball 24b2 arranged at the tip of the plunger body 24b1 and a spring (not shown) housed inside the plunger body 24b1 to urge the ball 24b2 outward. It has a known shape and is attached to the plunger mounting plate 24a with a nut 24b3.

The electric motor 22 is composed of a DC motor or the like, and is connected to the gear 16a of the steering shaft 16 via a second gear (motor gear) 22a. That is, as shown in FIGS. 4 and 7, in the steering gear box 26, the steering shaft 16 is provided with an electric motor 22 connected via a second gear (motor gear) 22a and a first gear (stopper shaft gear) 20a. The stopper shaft 20b connected via the stopper shaft 20b is arranged in parallel.

More specifically, as shown in FIG. 5, the plunger body 24c1 is located at the center position of the mounting plate 24a in the axial direction of the steering shaft 16 (stopper shaft 20b), and when the nut 20c is located at the center of the stopper 20d, the nut 20c The plunger body 24b1 is attached to the mounting plate 24a so that the steering shaft 16 is located at the origin position (center position of left-right rotation; θ0).

As shown in FIG. 3, the plunger body 24b1 is attached to the mounting plate 24a with a nut 24b3 at the other end, and the ball 24b2 urged by the spring comes into contact with the inner wall surface of the steering gear box 26, whereby the steering shaft 16 is formed. A frictional force is applied while the nut 20c moves between the stoppers 20d, and the steering shaft 16 is prevented from rattling due to backlash of the first gear 20a and the second gear 22a. In FIG. 6, reference numeral 24b4 is a friction receiving guide.

When the electric motor 22 is operated as described later, a steering reaction force is applied to the steering shaft 16 via the second gear 22a and the gear 16a in a direction opposite to the left and right steering directions. A rotation angle sensor 30 made of a rotary encoder that detects the rotation angle of the steering shaft 16 is attached to one end of the electric motor 22.

As shown in FIG. 1, an accelerator pedal 32 and a brake pedal 34 that can be operated by trainees are arranged near the tip of the steering gear box 26 that houses the steering shaft 16.

As shown in FIGS. 1 and 2, the vehicle driving training device 10 is an electronic control unit (hereinafter referred to as "ECU") that controls the steering reaction force of the electric motor 22 based on the detected value of the rotation angle sensor 30 or the like. ) 36. Although detailed illustration is omitted, the ECU 36 is composed of a microprocessor (CPU) and a microcomputer having a memory (ROM, RAM, etc.).

The trainee steers the steering wheel 14 while observing the image showing the running condition displayed on the monitor 40 (FIG. 1) arranged above the steering gearbox 26, and the accelerator pedal 32 and the brake pedal 34 as necessary. To operate. A driving training simulator is built in the memory of the ECU 36, and the image of the monitor 40 is output according to the driving training simulator of the ECU 36.

As shown in FIG. 2, the ECU 36 determines the vehicle speed calculation unit 36a that calculates the vehicle speed (virtual vehicle speed) according to the operation of the accelerator pedal 32 and the brake pedal 34 by the trainee, and the detected rotation angle of the steering shaft 16. Based on this, a torque calculation unit 36b for calculating the return torque for returning the steering shaft 16 to the origin position and calculating the vehicle speed response torque based on the vehicle speed calculated by the vehicle speed calculation unit 36a is provided (in other words, the ECU 36). The microprocessor functions as a vehicle speed calculation unit 36a and a torque calculation unit 36b according to an instruction stored in the memory).

The ECU 36 controls the steering reaction force of the electric motor 22 from the return torque calculated by the torque calculation unit 36b and the vehicle speed response torque. FIG. 8 is an explanatory view showing the return torque of the steering shaft 16 and the gear backlash range, FIG. 9 is an explanatory view showing the characteristics of the return torque Tm with respect to the rotation angle of the steering shaft 16, and FIG. 10 is a vehicle speed response to the vehicle speed of the steering shaft 16. It is explanatory drawing which shows the characteristic of a torque Tm1.

Based on the characteristics of FIG. 9, the torque calculation unit 36b increases the detected rotation angle of the steering shaft 16 until the detected rotation angle of the steering shaft 16 reaches a predetermined angle (for example, 30 degrees). It is calculated so that it increases as the angle increases and becomes constant after reaching a predetermined angle.

Further, the torque calculation unit 36b calculates the vehicle speed response torque Tm1 based on the characteristic of FIG. 10 according to the first characteristic a that increases as the calculated vehicle speed increases until the calculated vehicle speed reaches a predetermined vehicle speed V1. After reaching a predetermined speed, the calculation is performed according to the second characteristic b, which has a smaller increase rate than the first characteristic a.

Based on the above, the ECU 36 is electrically driven so that the steering shaft 16 returns to the origin position (θ0 in FIG. 8) based on the return torque Tm calculated by the torque calculation unit 36b and the vehicle speed response torque Tm1. Controls the operation of the motor 22. The ECU 36 controls the operation of the electric motor 22 so that a steering reaction force is not generated when the rotation of the steering shaft 16 is within the predetermined rotation range (gear backlash range) θ shown in FIG.

Returning to the description of FIG. 1, the vehicle driving training device 10 includes a brake reaction force generating mechanism 44 that generates a reaction force in response to the operation of the brake pedal 34.

FIG. 11 is a vertical cross-sectional view of the brake reaction force generating mechanism 44 of the device of FIG. 1, and FIG. 12 is an enlarged view of a main part of the brake reaction force generating mechanism 44 of FIG.

As shown in the drawing, the brake reaction force generating mechanism 44 includes a piston 44a connected to the brake pedal 34 and a cylinder 44b that slidably accommodates the piston 44a, and is between the piston 44a and the bottom surface 44b1 of the cylinder 44b. It is configured by inserting a plurality of springs 44c having different loads (specifically, two springs (compression coil springs) 44c1, 44c2) and a shock absorber 44d. A piston plate 44a1 having a large diameter is formed in the vicinity of the cylinder 44a of the piston 44a, and the piston plate 44a1 is slidably housed in the cylinder.

A collar-shaped partition plate 44d1 is attached to the shock absorber 44d. Specifically, the partition plate 44d1 is configured so that a through hole is formed in the center and the shock absorber 44d is inserted into the through hole so that the partition plate 44d1 can be attached to the shock absorber 44d.

The two springs (compression coil springs) are between the low load spring 44c1 inserted between the piston 44a and the partition plate 44d1 of the shock absorber 44d, and the partition plate 44d1 of the shock absorber 44d and the bottom surface 44b1 of the cylinder 44b. It is composed of a high load spring 44c2 inserted therein.

Although detailed illustration is omitted, the shock absorber 44d includes a hydraulic shock absorber including a piston slidably housed in a cylinder filled with pressure oil.

As a result, as shown in FIG. 12, the brake reaction force generating mechanism 44 moves to a position where the piston 44a comes into contact with the low load spring 44c1 in response to the trainee's depression of the brake pedal 34, and the reaction force of the low load spring 44c1. The first region (A region) that generates the shock absorber 44d, and the second region (B region) that moves to a position where the shock absorber 44d comes into contact with the end 44d2 and generates a reaction force by the low load spring 44c1 and the shock absorber 44d. , The shock absorber 44d is pressed to move the partition plate 44d1 of the shock absorber 44d to a position where it comes into contact with the high load spring 44c2, and the reaction force is generated between the third region (C region) of the high load spring 44c2. It is configured to generate force.

The area A expresses the play portion of the brake pedal 34 only by the reaction force of the low load spring 44c1, the area B expresses the reaction force of the hydraulic brake of the low load spring 44c1 and the shock absorber 44d, and the area C expresses the reaction force of the shock absorber 44d. It is possible to express the load that the partition plate 44d1 hits the high load spring 44c2 and further steps on.

With the above configuration, the brake reaction force generating mechanism 44 can realize the same operating force (stepping load) as that of the actual vehicle.

Returning to the description of FIG. 1, the vehicle driving training device 10 includes an AT lever select mechanism 50 that selects a position according to the operation of the trainee's select lever 52.

FIG. 13 is a side view of the AT select lever 52 or the like to which the AT lever select mechanism 50 of the apparatus of FIG. 1 is connected, and FIG. 14 is a cross-sectional view of a main part of the AT lever select mechanism 50.

Explaining with reference to FIGS. 13 and 14, the AT lever select mechanism 50 is connected to the select lever 52 and has a plurality of grooves 50a1 formed according to the position including at least the SDN RP. The load setting mechanism 50b is composed of the transmitted transmission bar 50a and the load setting mechanism 50b, and the load setting mechanism 50b includes an adjusting portion 50b3 capable of adjusting the load of the spring 50b2 while pressing the transmission bar 50a with the spherical washer 50b1 and the spring 50b2.

As shown in FIG. 14, the adjusting portion 50b3 includes a spherical washer 50b1, a spring 50b2, a long double bolt 50b31 penetrating the transmission bar 50a, and a nut 50b32 screwed to the double bolt 50b31, and the nut 50b32 is screwed. By changing the position in the vertical direction in FIG. 14, the pressing force of the transmission bar 50a can be adjusted.

Here, as shown in FIG. 14, in the load setting mechanism 50b, the spherical washer 50b1 is attached to the double bolt 50b31 so that its spherical side is in contact with the groove 50a1 of the transmission bar 50a. As a result, when the transmission bar 50a is moved in the left-right direction in FIG. 14 in response to the operation of the select lever 52, the transmission bar 50a is lifted upward in FIG. 14 when the spherical washer 50b1 gets over the groove 50a1. At this time, by adjusting the screwing position of the nut 52b32 of the adjusting portion 50b3 of the load setting mechanism 50b, the same operating force (operating load) as that of the actual vehicle can be realized.

Further, the transmission bar 50a is connected to the select lever 52, and an analog sensor 54 that outputs a position signal corresponding to the selected position at one end is attached. The position is configured to include at least SDNRP. The analog sensor 54 is connected to the select lever 52 via the mounting pin 56.

The analog sensor 54 is output to the ECU 36 shown in FIG. 2, and driving training is performed by a driving training simulator built in the memory of the ECU 36.

As described above, in this embodiment, the vehicle driving training device 10 including the AT lever select mechanism 50 that selects the position according to the operation of the select lever 52, and the AT lever select mechanism 50 is A transmission bar 50a connected to the select lever 52 and having a plurality of grooves 50a1 formed according to the position, and the transmission bar 50a are hit by a spherical washer 50b1 and a spring 50b2 on the spherical side of the spherical washer 50b1. Since it is configured to consist of a load setting mechanism 50b provided with an adjusting portion 50b3 capable of adjusting the load of the spring 50b2 while pressing the spring 50b2, an AT lever select mechanism capable of adjusting the operating load by the load setting mechanism is provided. By providing the trainee, it is possible to give the trainee a feeling of operation or operation similar to that of the actual vehicle.

Further, since the transmission bar 50a is connected to the select lever 52 and an analog sensor 54 that outputs a position signal corresponding to the selected position at one end is attached, in addition to the above effects, for example, the ECU 36 When the driving training is carried out by the driving training simulator built in the memory of the above, the driving training can be carried out accurately.

Further, since the position is configured to include at least SDN-RP, in addition to the above-mentioned effects, when driving training is performed by, for example, a driving training simulator built in the memory of the ECU 36, It is possible to give the trainee a feeling of operation or operation similar to that of an actual vehicle, and it is possible to carry out driving training more accurately.

Further, since the analog sensor 54 is output to the electronic control unit (ECU) 36 and is configured so that the driving training is performed by the driving training simulator built in the electronic control unit 36, in addition to the above-mentioned effects, the ECU 36 When the driving training is carried out by the driving training simulator built in the memory or the like, the trainee can be given a feeling of operation or operation similar to that of the actual vehicle, and the driving training can be carried out more accurately.

In the above, the vehicle driving training device 10 is an example, and can be variously deformed by adding a vehicle body in addition to the seat.

10 Vehicle driving training device, 12 seats, 14 steering wheel, 16 steering shaft, 20 steering range regulation mechanism, 20a 1st gear, 20b stopper shaft, 20c nut, 20d stopper, 22 electric motor, 22a 2nd gear, 24 friction Force application mechanism, 24a mounting plate, 24b ball plunger, 24b1 plunger body, 24b2 ball, 24b3 nut, 26 steering gear box (steering column), 30 rotation angle sensor, 32 accelerator pedal, 34 brake pedal, 36 electronic control unit (ECU) ), 36a Vehicle speed calculation unit, 36b Torque calculation unit, 40 monitor, 44 brake reaction force generation mechanism, 44a piston, 44b cylinder, 44c, 44c1, 44c2 spring, 44d shock absorber, 44d1 partition plate, 44d2 end, 50 AT lever Select mechanism, 50a transmission bar, 50b load setting mechanism, 50b1 spherical washer, 50b2 spring, 50b3 adjustment part, 50b31 double bolt, 50b32 nut, 52 select lever, 54 analog sensor

Claims (4)

A vehicle driving training device provided with an AT lever select mechanism that selects a position according to the operation of the select lever.
A transmission bar that is connected to the select lever and has a plurality of grooves formed according to the position.
The transmission bar is pressed by a spherical washer and a spring while abutting the spherical side of the spherical washer, and is characterized by a load setting mechanism provided with an adjusting portion capable of adjusting the load of the spring. Driving training device for vehicles. The vehicle driving training device according to claim 1, wherein the transmission is connected to the select lever, and an analog sensor that outputs a position signal corresponding to the selected position is attached at one end. The vehicle driving training device according to claim 1 or 2, wherein the position includes at least SDNRP. The vehicle driving according to any one of claims 1 to 3, wherein the analog sensor is output to the electronic control unit, and driving training is performed by a driving training simulator built in the electronic control unit. Training device.

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