JP5314202B1 - Automatic car - Google Patents

Abstract

An automatic vehicle handle suitable for preventing an accident caused by a mistake in the depression of a brake pedal and an accelerator pedal of an automatic vehicle and an automatic vehicle using the automatic vehicle handle are provided.
SOLUTION: A throttle grip 21 for increasing / decreasing the power generated by a power unit by turning operation is provided on both left and right sides of a handle 20, thereby removing a conventional accelerator pedal operated with a right foot in an automatic vehicle, and with a right foot. By using only the brake pedal 14 as the pedal to be operated, it is possible to reliably prevent a mistake in stepping between the brake pedal and the accelerator pedal, which has conventionally occurred.
[Selection] Figure 2

Description

The present invention relates to o Tomachikku car. More specifically, the present invention relates to a steering wheel and an automatic vehicle suitable for preventing accidents caused by mistakes in the depression of a brake pedal and an accelerator pedal of an automatic vehicle.

Conventionally, various devices have been proposed in order to prevent accidents caused by mistakes in the brake pedal and accelerator pedal of an automatic vehicle.
For example, as can be seen in Patent Document 1, a technique is known in which a mistake in stepping on the accelerator and the brake is eliminated by operating the brake pedal with the left foot.
However, according to this prior art, the driver has to operate the brake, which is usually operated with the right foot, with the left foot, which makes the driver feel uncomfortable. Further, since the operation is performed with the right foot, there is still a possibility that the accelerator pedal is accidentally stepped with the right foot when the brake pedal should be stepped with the left foot.

JP 2012-56560 A

An object of the present invention is to provide is to provide a o Tomachikku vehicles suitable for preventing accidents caused by wrong stepping of the probe Rekipedaru the accelerator pedal.

In order to solve the above problems, the automatic vehicle of the present invention is
The car body,
A power unit mounted on this car body,
Wheels driven by this power unit,
A brake pedal that applies braking force to the wheels;
A handle that is rotated around a handle shaft to steer the wheel;
An automatic car equipped with
Respectively provided on the left and right sides of the handle, the throttle grip to increase or decrease operating the power emitted by the power unit by rotational operation,
The rotation angles of the left and right throttle grips are accumulated, and the power generated by the power unit is determined based on the accumulated value, and when the brake pedal is operated, the accumulated value of the rotation angle is immediately obtained. A controller that resets to 0,
It is provided with.
According to this automatic vehicle, since the handle is provided with a throttle grip for increasing or decreasing the power generated by the power unit, the conventional accelerator pedal operated with the right foot in the automatic vehicle is removed, and the pedal to be operated with the right foot Can be a brake pedal only.
Accordingly, it is possible to reliably prevent a mistake in the depression of the brake pedal and the accelerator pedal, which has conventionally occurred.
Moreover, the handle in the automatic vehicle according to the present invention is suitable for the case of a round handle, for example, unlike the conventionally known bar handle in motorcycles and tricycles because the throttle grip is provided on both the left and right sides of the handle. ing.

The front Symbol rotation angle of the throttle grip are accumulated, increased or decreased by the accumulated value, since the power emitted by the power unit is determined, even when operating the left or right of the throttle grip handle, the power of the power unit I can . Therefore, it is possible to provide a user-friendly handle.

Schematic block diagram showing an embodiment of the engagement Luo Tomachikku vehicles present invention. The partial omission figure which looked around the steering wheel in the above-mentioned automatic vehicle from the driver side. Front view illustrating a configuration example of a definitive handle pipe automatic car according to the present invention. 4-4 sectional drawing in FIG. 5-5 sectional drawing in FIG. 6-6 sectional drawing in FIG. 7-7 sectional drawing in FIG. The figure which shows an example of a steering wheel operating method. The figure which shows an example of a steering wheel operating method. The graph which shows an example of the relationship between a steering wheel angle and a steering angle. The figure which shows a modification. The figure which shows another modification.

Embodiments of an automatic vehicle according to the present invention will be described below with reference to the drawings. In each figure, the same reference numerals are given to the same or corresponding parts.

  As shown in FIGS. 1 and 2, the automatic vehicle 10 of this embodiment includes a vehicle body 11, a power unit 12 mounted on the vehicle body, wheels 13 driven by the power unit 12, and braking force applied to the wheels 13. A brake pedal 14 to be applied, a driver's seat 15, a handle for an automatic vehicle (hereinafter also simply referred to as a handle) 20 for steering the wheel 13, and a controller 16 for controlling the entire automatic vehicle are provided. In FIG. 1, the alternate long and short dash line indicates a control cable or signal line that connects the controller 16 to a portion or each sensor controlled by the controller 16.

The handle 20 is rotated around the handle shaft 17, and as shown in FIG. 2, a throttle grip 21 that increases or decreases the power generated by the power unit 12 by the rotation operation on both the left and right sides of the handle 20. Is provided.
One throttle grip 21 may be provided on each side of the handle 20, or a plurality of throttle grips 21 may be provided. In this embodiment, as shown in FIG. 2, two are provided on the left and right. The left and upper throttle grips are denoted by reference numerals 21 (L1) and 21 (L2), and the right and upper throttle grips are denoted by reference numerals 21 (R1) and 21 (R2).

The power unit 12 can be composed of a known unit, and can be composed of a gasoline engine or other internal combustion engine, an electric motor, or a combination (hybrid) thereof.
When the power unit 12 is a gasoline engine, the throttle grip 21 can be rotated to adjust the amount of gasoline supplied to the combustion chamber. When the power unit 12 is an electric motor, It is a throttle grip that can adjust the power supply amount to the.

  The driver sits in the driver's seat 15, rotates the grip 21 of the handle 20, operates the brake pedal 14 with his / her foot to accelerate / decelerate the vehicle body 11, and rotates the handle 20 around the handle shaft 17. The automatic vehicle 10 can be driven.

According to the automatic vehicle 10 or the handle 20, the handle 20 is provided with the throttle grip 21 for increasing / decreasing the power generated by the power unit 12, so that the conventional accelerator pedal operated with the right foot in the automatic vehicle is removed. However, the pedal to be operated with the right foot can be only the brake pedal 14 as shown in FIG.
Accordingly, it is possible to reliably prevent a mistake in the depression of the brake pedal and the accelerator pedal, which has conventionally occurred.

In addition, this automatic vehicle handle 20 has throttle grips 21 provided on both the left and right sides of the handle 20, so that it is different from the conventionally known bar handle in a motorcycle or a tricycle, for example, when it is a circular handle or the like. Is suitable.
The handle 20 shown in FIG. 2 is substantially semicircular, but it can also be circular (see FIG. 12) or can be shaped like an airplane control stick (see FIG. 11). In FIG. 2, reference numeral 26 denotes a grip portion that can be gripped by hand (see FIG. 8).

  The handle 20 shown in FIG. 2 includes a frame 22 coupled to the handle shaft 17, a pair of left and right handle pipes 23 and 23 (shown on the right handle pipe in FIG. 3) fixed to the frame, and the handle pipe 23 , 23 and a handle cover 24 (the upper cover in FIG. 2) that covers the throttle grip 21 (L1, L2, R1, R2) rotatably attached to the frame 22 and the handle pipe 23 from above and below. Only shown).

  As a configuration for increasing or decreasing the power generated by the power unit 12 by the turning operation of the throttle grip 21, a known appropriate configuration can be adopted. In this embodiment, the following configuration is adopted.

As shown in FIG. 4, a limit switch 30 is provided inside the handle pipe 23, and the actuator 31 faces the inner wall of the throttle grip 21 through a hole 23 h 1 (see FIG. 3) provided in the handle pipe 23. The actuator 31 is attached to the limit switch 30 so as to be able to swing, and generates an ON signal every time the actuator 31 swings. Further, since the limit switch 30 is configured such that a different switch is turned on according to the swing direction of the actuator 31, the swing direction of the actuator 31 can also be detected.
On the other hand, on the inner wall of the throttle grip 21, latch-like irregularities 21 p are formed at an equal pitch over the entire circumference at a position facing the actuator 31.

According to such a configuration, when the throttle grip 21 is rotated around the handle pipe 23 in the direction of the arrow A or B, the limit switch is operated as many times as the number of swings by the contact of the actuator 31 with the unevenness 21p of the throttle grip 21. Turn on. Further, the rotation direction of the throttle grip 21 (whether the direction is the A direction or the B direction) is also detected based on the swinging direction of the actuator 31. That is, the turning angle and turning direction of the throttle grip 21 are detected based on the number of times the limit switch 30 is turned on and the swinging direction of the actuator 31, and the signal (turning angle signal (including direction)) is a signal line. The controller 16 receives the rotation angle signal transmitted to the controller 16 through the SL (see FIG. 1), and the controller 16 controls the operation of the power unit 12 according to the signal to increase or decrease the power. .
In this embodiment, the A direction is set to increase (accelerate) the power, and the B direction is set to decrease (decelerate) the power.
Therefore, when the throttle grip 21 is rotated in the direction of arrow A, the vehicle 10 is accelerated, and when the throttle grip 21 is rotated in the direction of arrow B, the vehicle 10 is decelerated.
However, when the brake pedal 14 is operated, the controller 16 immediately resets the rotation angle signal to 0 and sets the output of the power unit 12 to 0.

In this embodiment, the rotation angle of the throttle grip 21 is accumulated, and the power generated by the power unit 12 is determined by the accumulated value.
With this configuration, the power unit 12 can be powered up or down even when the left or right throttle grip 21 of the handle 20 is operated, so that the handle can be made easy to use, and an automatic vehicle with good operability can be obtained. be able to.

  In this embodiment, the detection mechanism shown in FIG. 4 is provided for all throttle grips 21 (L1, L2, R1, R2), and the detected value (rotation angle) is determined by the controller 16. The power unit 12 obtains an output corresponding to the accumulated value.

  For example, in FIG. 2, first, the upper left throttle grip 21 (L1) is rotated 12 degrees (+12 degrees) in the A direction, and then the upper right throttle grip 21 (R1) is moved 12 degrees (+12 degrees) in the A direction. ) When the turning operation is performed, when the upper left throttle grip 21 (L1) is turned by +12 degrees, the power unit 12 first obtains an output corresponding to +12 degrees, and then the upper right throttle grip 21 (R1) is set to +12. An output corresponding to +24 degrees is obtained at the time when the rotation operation is performed.

  Similarly, for example, when the upper right throttle grip 21 (R1) is rotated 6 degrees (−6 degrees) in the B direction from the above time point, the output of the power unit 12 becomes an output corresponding to +18 degrees. Thereafter, for example, when the lower right throttle grip 21 (R2) is rotated 6 degrees (−6 degrees) in the B direction, the output of the power unit 12 becomes an output corresponding to +12 degrees.

The cumulative calculation of the rotation angles of the throttle grips 21 (L1, L2, R1, R2) as described above can be performed by the controller 16 as described above. A controller 20c (FIGS. 1 and 2) may be provided, and the sub controller 20c may perform cumulative calculation and transmit the cumulative value from the sub controller 20c to the controller 16.
Note that when the brake pedal 14 is operated, the controller 16 immediately resets the rotation angle signal (cumulative value) to 0 and sets the output of the power unit 12 to 0.

In this embodiment, a holding mechanism that holds the rotation positions of all throttle grips 21 (L1, L2, R1, R2) is provided.
If comprised in this way, since the driver | operator does not require the force for maintaining the state, after rotating the throttle grip 21, what is called a cruising function is obtained and it becomes easy to drive | operate.

  For example, as shown in FIG. 5, the holding mechanism 40 is provided with a pressing ball 42 urged outward by a spring 41 inside the handle pipe 23, while the pressing ball 42 on the inner wall of the throttle grip 21. The latch-like irregularities 21p2 are formed at equal pitches over the entire circumference at locations opposite to each other. The holding mechanism 40 is provided at both ends of one throttle grip 21.

According to such a configuration, a click feeling is obtained when the throttle grip 21 is rotated around the handle pipe 23, and the pressing ball 42 and the concave portion of the concave and convex portion 21p2 are engaged in the rotated position. As a result, the throttle grip 21 is held at the rotational position.
In the illustrated example, six pressing balls 42 are provided at equal intervals around the axis of the handle pipe 23, but the number can be selected as appropriate.
As shown in FIG. 3, the holding mechanism 40 is provided at both ends of one throttle grip 21, whereby the holding performance of the throttle grip 21 can be improved.

The rotation operation of the throttle grip 21 can be always free and can be rotated any number of times. However, in this case, the controller 16 controls the output of the power unit 12. For example, when the controller 16 is set so that the cumulative value of the throttle grip 21 is +90 degrees and the output of the power unit 12 is 100%, and the cumulative value of the throttle grip 21 exceeds +90 degrees, the excess amount is exceeded. Is set to be ignored (so-called limiter is applied).
However, in this case, when the throttle grip 21 is rotated to the acceleration side (+), the output of the power unit 12 corresponding to the rotation angle of the throttle grip 21 is obtained until the cumulative value reaches +90 degrees. Therefore, even if the vehicle is rotated beyond +90 degrees, an output corresponding to the rotation cannot be obtained, which may give the driver a feeling of strangeness.

  Therefore, in this embodiment, for example, a rotation angle restriction mechanism as described below is provided to restrict the upper limit value of the cumulative rotation angle of the throttle grip 21. The upper limit can be set arbitrarily, but in this embodiment, it is set to 90 degrees.

For example, as shown in FIG. 6, the rotation angle regulating mechanism 50 is provided with a solenoid 51 inside the handle pipe 23 and a hole 23h3 provided in the handle pipe 23 with a claw 53 provided at the tip of the plunger 52 (FIG. 3). To the inner wall of the throttle grip 21.
On the other hand, on the inner wall of the throttle grip 21, the latches 21 </ b> L <b> 1 are formed at an equal pitch over the entire circumference at a position facing the claw 53.

The solenoid 51 is normally in an ON (energized) state, sucks the plunger 52 and the claw 53 against the urging force of the spring 54, and retracts into the handle pipe 23 as indicated by a virtual line in FIG.
Therefore, in this state, the claw 53 and the latch 21L1 are not engaged, and the throttle grip 21 can be freely rotated.
The rotation angle restriction mechanism 50 is provided for all throttle grips 21 (L1, L2, R1, R2).

  The controller 16 detects the cumulative value of the rotation angle of the throttle grip 21 from the time when the power unit 12 is operated, and when the value reaches +90 degrees, the solenoids 51 in all the rotation angle regulating mechanisms 50 are turned off. To. Then, the claw 53 protrudes as shown by the solid line in FIG. 6 by the urging force of the spring 54 and engages with the latch 21L1 of the throttle grip 21. This restricts the rotation of all throttle grips 21 in the direction of arrow A (+ direction). That is, when the cumulative value of the rotation angle of the throttle grip 21 reaches +90 degrees, the rotation of all the throttle grips 21 in the arrow A direction (+ direction) is restricted. The claw 53 only restricts the rotation of the latch 21L1 in the A direction, and does not restrict the rotation in the B direction. The latch 21 </ b> L <b> 1 can rotate in the direction of arrow B while retracting the claw 53 against the spring 54.

The rotation angle restriction mechanism 50 as described above can restrict the upper limit value (cumulative rotation angle in the A direction) of the cumulative rotation angle of the throttle grip 21, but does not restrict the rotation in the B direction.
Therefore, the driver can turn the throttle grip 21 in the direction B as much as possible only by providing the turning angle restricting mechanism 50, so that the driver may feel uncomfortable.

  Therefore, in this embodiment, for example, a 0 (zero) position restriction mechanism as described below is provided, and when the cumulative rotation angle of the throttle grip 21 becomes 0, the throttle grip 21 rotates in the direction of arrow B. To regulate.

For example, as shown in FIG. 7, the zero-position restricting mechanism 60 can be configured by providing the aforementioned rotation angle restricting mechanism 50 symmetrically. Specifically, the zero-position regulating mechanism 60 is provided with a solenoid 61 inside the handle pipe 23 and a claw 63 provided at the tip of the plunger 62 through a hole 23h4 (see FIG. 3) provided in the handle pipe 23. Let it face the 21 inner wall. The nail | claw 63 is comprised in the reverse direction with the nail | claw 53 (FIG. 6) mentioned above.
On the other hand, on the inner wall of the throttle grip 21, the latches 21 </ b> L <b> 2 are formed at an equal pitch over the entire circumference at a position facing the claw 63. The latch 21L2 is configured in the opposite direction to the above-described latch 21L1 (FIG. 6).

The solenoid 61 is normally in an ON (energized) state, attracts the plunger 62 and the claw 63 against the urging force of the spring 64, and retracts into the handle pipe 23 as indicated by a virtual line in FIG.
Therefore, in this state, the claw 63 and the latch 21L2 are not engaged, and the throttle grip 21 can be freely rotated.
The zero-position regulating mechanism 60 is provided for all throttle grips 21 (L1, L2, R1, R2).

  As described above, the controller 16 detects the accumulated value of the rotation angle of the throttle grip 21 from the time when the power unit 12 is operated, and when the value becomes 0, the solenoids 61 in all the zero-position regulating mechanisms 60 are detected. Set to OFF. Then, the claw 63 protrudes as shown by the solid line in FIG. 7 by the urging force of the spring 64 and engages with the latch 21L2 of the throttle grip 21. This restricts the rotation of all throttle grips 21 in the direction of arrow B (− direction). That is, when the cumulative value of the rotation angle of the throttle grip 21 becomes 0, the rotation of all the throttle grips 21 in the arrow B direction (− direction) is restricted. The claw 63 only restricts the rotation of the latch 21L2 in the B direction, and does not restrict the rotation in the A direction. The latch 21L2 can rotate in the direction of arrow A while retracting the claw 63 against the spring 64.

When the accumulated value of the rotation angle of the throttle grip 21 is other than 0 (when it becomes +), the controller 16 turns on the solenoid 61 to move the claw 63 backward, and the accumulated value becomes 0 again. Allows the throttle grip 21 to rotate freely.
Similarly, when the cumulative value of the rotation angle of the throttle grip 21 becomes 90 degrees or less, the controller 16 turns on the solenoid 51 in the rotation angle regulating mechanism 50 described above to retract the claw 53, and the accumulated value is The throttle grip 21 is allowed to freely rotate until it becomes +90 degrees again.
In FIG. 3, 23h is a hole for wiring such as each solenoid and limit switch described above.

As shown in FIGS. 8 and 9, the steering wheel 20 in this embodiment can be operated in various ways by the driver.
However, in the case of a semicircular or control stick shape instead of a circle, it is also assumed that it is not easy to rotate the handle 20 around the handle shaft 17 by + −90 degrees or more.
Therefore, in this embodiment, for example, as shown in FIG. 10, the rotation angle (handle angle) θ of the handle 20 around the handle shaft 17 and the actual steering angle α of the vehicle body are set in a plurality of stages according to the vehicle speed ( The controller 16 is configured to be electronically controlled in three stages).
The controller 16 is, for example,
When the vehicle speed is 50 Km / h or more, the steering angle α is controlled with respect to the rotation angle θ of the handle 20 in the relationship as indicated by the solid line α1.
When the vehicle speed is 20 to 50 km / h, the steering angle α is controlled with respect to the rotation angle θ of the handle 20 in a relationship as shown by a broken line α2.
When the vehicle speed is 20 km / h or less, the steering angle α is controlled with respect to the rotation angle θ of the steering wheel 20 in a relationship as indicated by a two-dot difference line α3.

In FIG. 2, reference numerals 25a to 25e denote various switches to which appropriate functions can be assigned.
For example, 25a and 25a are left and right turn signal switches, 25b is a light switch, 25c is a light perspective switch, 25d is a wiper switch, and 25e is an interval switch.
The number of switches can be set as appropriate.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be appropriately modified within the scope of the gist of the present invention.
For example, as shown in FIG. 12, in the case of an all-round grip type circular handle, the correlation between the steering wheel rotation angle and the tire rotation angle can be equivalent to that of a normal vehicle. Alternatively, the absolute steering wheel angular range can be made smaller than usual to facilitate operability.

10: Automatic vehicle 12: Power unit 17: Handle shaft 20: Handle for automatic vehicle 21: Throttle grip

Claims (1)

The car body,
A power unit mounted on this car body,
Wheels driven by this power unit,
A brake pedal that applies braking force to the wheels;
A handle that is rotated around a handle shaft to steer the wheel;
An automatic car equipped with
Respectively provided on the left and right sides of the handle, the throttle grip to increase or decrease operating the power emitted by the power unit by rotational operation,
The rotation angles of the left and right throttle grips are accumulated, and the power generated by the power unit is determined based on the accumulated value, and when the brake pedal is operated, the accumulated value of the rotation angle is immediately obtained. A controller that resets to 0,
Automatic car, characterized in that it comprises a.

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