JP6614103B2 - Driving information presentation device - Google Patents

Description

  The present invention relates to a driving information presentation apparatus that presents driving information related to driving of a vehicle.

  2. Description of the Related Art Conventionally, driving information presentation devices that present driving information from a contact body that is mounted so as to be able to be touched by an occupant in a vehicle by force sense stimulation to the occupant are widely known.

  For example, in the driving information presenting device disclosed in Patent Document 1, the occupant receives a force sense stimulus from the contact body by vibrating the contact body at a location corresponding to the driving information in the vehicle by energizing the vibrator. It has come to be presented.

Japanese Patent No. 5282816

  However, since the driving information presentation device disclosed in Patent Document 1 presents driving information using the vibration of the contact body, the vibration of the contact body is hardly perceived by the occupant under a situation where the vibration increases in the vehicle. As a result, there is a possibility that the driving information cannot be properly presented regardless of energization of the vibrator.

  Therefore, the present inventors have conducted intensive research on a technique for outputting a driving load for adjusting the driving position of the contact body according to driving information from the electric actuator by energization. With such research technology, a relatively large driving load that makes it possible to adjust the driving position of the contact body is likely to be perceived by the occupant even in a situation where vibrations increase in the vehicle. Therefore, it is possible to ensure proper presentation of the driving information by continuously outputting the driving load against the load applied from the occupant to the contact body according to the energization amount to the electric actuator.

  However, when presentation of driving information is no longer necessary, the inventors' research technology has found that reducing the amount of power supplied to the electric actuator to stop the presentation will cause a new problem. It was. The problem is that when the amount of current supplied to the electric actuator is reduced, the driving position of the contact body freely changes due to the load applied by the occupant regardless of the suspension of information presentation, and the occupant feels uncomfortable. The driving feeling of the vehicle is reduced. However, if the amount of current supplied to the electric actuator is increased to output such a driving load in order to limit such fluctuations, the power consumption increases this time, so that the fuel efficiency of the vehicle is degraded.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a driving information presentation device that ensures proper presentation of driving information in a vehicle and improves fuel efficiency and driving feeling. There is.

  The technical means of the invention for achieving the object will be described below. In addition, the reference numerals in parentheses described in the claims and this column disclosing the technical means of the invention indicate the correspondence with the specific means described in the embodiment described in detail later, It is not intended to limit the technical scope of the invention.

The first invention disclosed in order to solve the above-mentioned problem is
Driving information presentation device (50) that presents driving information related to driving of the vehicle (1) on which the contact body (15, 3015, 4015) that can be contacted by the occupant (10) is provided by a dynamic stimulus from the contact body to the occupant. , 3050, 4050),
An electric actuator (53, 54, 3054) for outputting a driving load (Fd1, Fd2) for adjusting the driving position of the contact body according to the operation information by energization;
A mode selection unit (S103) that selects a control mode to be applied to the current vehicle among a presentation control mode (Mi) for presenting driving information and a stop control mode (Ms) for canceling presentation of driving information. , S106, S109, S112, S114, S2117),
By controlling the energization amount to the electric actuator to the continuous energization amount (Ii1, Ii2) in the presentation control mode, the output of the driving load is continued, while the energization amount is lower than the continuous energization amount in the stop control mode. An energization control unit (S104, S107, S110, S113, S115, S2118) that inhibits the output of the driving load by controlling to the prohibited energization amount (Is1, Is2);
While allowing the drive load to be transmitted from the electric actuator whose energization amount is controlled to the continuous energization amount to the contact body, the load transmission from the contact body to the electric actuator whose energization amount is controlled to the prohibited energization amount is blocked. One-way unit (55, 56, 3056, 4056) that holds the drive position,
Prepare.

  In such a presentation control mode that is selected to present driving information in the first aspect of the invention, the output of the driving load is continued by controlling the energization amount to the electric actuator to the continuous energization amount. At this time, the drive load permitted to be transmitted from the electric actuator to the contact body by the one-way unit can adjust the drive position of the contact body against the load applied from the occupant to the contact body. As a result, the driving load for adjusting the driving position of the contact body in accordance with the driving information is easily perceived by the occupant even in a situation where vibrations increase in the vehicle, so that proper presentation of the driving information can be ensured. It becomes.

  On the other hand, in the stop control mode selected to stop the presentation of the driving information in the first invention, the output of the driving load is prohibited by controlling the energization amount to the electric actuator to the prohibition energization amount. At this time, the load applied from the occupant to the contact body is blocked from being transmitted from the contact body to the electric actuator by the one-way unit. Therefore, it is not necessary to output the driving load from the electric actuator in opposition to the load from the occupant, and the power consumption can be reduced by the prohibited energization amount lower than the continuous energization amount. Furthermore, the driving position of the contact body to which the load is applied from the occupant is held by the transmission interruption of the load to the electric actuator, and the free fluctuation can be restricted in accordance with the stop of the information presentation, which makes the occupant feel uncomfortable. hard. According to these, it becomes possible to improve the fuel consumption performance and driving feeling in the vehicle.

  In addition, in the electric actuator by the control to the prohibited energization amount, output of a relatively large driving load for adjusting the driving position of the contact body against the load from the occupant is prohibited, but the driving position adjustment is not performed. Difficult or impossible low load output may be prohibited or allowed.

The mode selection unit in the disclosed second invention is:
The presentation control mode is selected in the automatic operation mode (Ma) in which the vehicle is automatically driven, and the stop control mode is selected in the manual operation mode (Mm) in which the vehicle is manually operated by the occupant.

  According to the second invention as described above, in the presentation control mode selected in the automatic driving mode in which the vehicle is automatically driven, the energization amount to the electric actuator is controlled to the continuous energization amount, so that the output of the driving load is Will continue. At this time, according to the principle described in the first invention, the driving load permitted to be transmitted from the electric actuator to the contact body is easily perceived by the occupant even in a situation where vibrations increase in the vehicle. Therefore, it is possible to ensure the proper presentation of the driving information in the vehicle during automatic driving, and to ensure the passenger's sense of security with respect to the automatic driving.

  On the other hand, according to the second invention, in the stop control mode selected in the manual operation mode in which the vehicle is manually operated by the occupant, the drive load is output by controlling the energization amount to the electric actuator to the prohibited energization amount. Is prohibited. At this time, according to the principle described in the first invention, the load applied from the occupant can be blocked from transmitting from the contact body to the electric actuator to reduce power consumption, and the drive position of the contact body can be maintained. It is difficult for passengers to feel uncomfortable and annoyance due to information presentation. Therefore, it is possible to improve the fuel consumption performance and driving feeling in the vehicle during manual driving, and to ensure the reliability of the vehicle in the manual driving.

It is a schematic diagram which shows the vehicle to which the driving information presentation apparatus by 1st embodiment is applied. It is a block diagram which shows the driving control system of the vehicle to which the driving information presentation apparatus by 1st embodiment is applied. It is a perspective view which shows the footrest of the vehicle to which the driving information presentation apparatus by 1st embodiment is applied. It is a perspective view for demonstrating the front-back tilt of the footrest shown in FIG. It is a perspective view for demonstrating the left-right tilt of the footrest shown in FIG. It is a perspective view which shows the structure of the driving information presentation apparatus by 1st embodiment. It is a top view which shows the structure of the driving information presentation apparatus by 1st embodiment. It is a schematic diagram which shows the structure of the driving information presentation apparatus by 1st embodiment. It is a schematic diagram which shows the structure of the driving information presentation apparatus by 1st embodiment. It is a flowchart which shows the presentation control flow of the driving information presentation apparatus by 1st embodiment. It is a flowchart which shows the presentation control flow of the driving information presentation apparatus by 1st embodiment. It is a flowchart which shows the presentation control flow of the driving information presentation apparatus by 2nd embodiment. It is a flowchart which shows the presentation control flow of the driving information presentation apparatus by 2nd embodiment. It is a schematic diagram which shows the structure of the driving information presentation apparatus by 3rd embodiment. It is a flowchart which shows the presentation control flow of the driving information presentation apparatus by 3rd embodiment. It is a schematic diagram which shows the structure of the driving information presentation apparatus by 4th embodiment. It is a schematic diagram which shows the structure of the driving information presentation apparatus by 4th embodiment. It is a flowchart which shows the modification of FIG. It is a flowchart which shows the modification of FIG. It is a flowchart which shows the modification of FIG. It is a flowchart which shows the modification of FIG. It is a flowchart which shows the modification of FIG.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description may be abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other part of the configuration. Moreover, not only the combination of the configurations explicitly described in the description of each embodiment, but also the configuration of a plurality of embodiments can be partially combined even if they are not explicitly described, as long as there is no problem in the combination.

(First embodiment)
As shown in FIGS. 1 and 2, the driving information presentation device 50 according to the first embodiment of the present invention is applied to the driving control system 2 of the vehicle 1. In the vehicle 1, an occupant seat 11, an accelerator pedal 12, a brake pedal 13, a steering handle 14, and a footrest 15 are mounted as shown in FIG. In the following, the vertical direction of the vehicle 1 on the horizontal plane is defined as the vertical direction, the vehicle length direction along the horizontal direction of the vehicle 1 is defined as the front-rear direction, and further along the horizontal direction of the vehicle 1. The vehicle width direction is defined as the left-right direction.

  Here, in particular, the footrest 15 is made of a hard material such as metal or resin. In the vehicle 1, the footrest 15 is partially accommodated in the hollow portion 17 a of the fixed base 17 as shown in FIGS. Here, the fixed base 17 is fixed to a floor 16 (for example, see FIG. 3) of the vehicle 1 on which the brake pedal 13 and the like are installed, and is formed of a hard material such as metal or resin.

  The foot 100 of the occupant 10 is placed on and in contact with the footrest 15 as a “contact body”. Thereby, the dead weight of the foot 100 and the pedaling force of the occupant 10 act on the footrest 15 as a load Fc of several N or more, for example. Thus, the footrest 15 to which the load Fc is applied from the occupant 10 can be tilted biaxially in the front-rear and left-right directions in the vehicle 1 as shown in FIGS. Hereinafter, the load Fc applied to the footrest 15 from the occupant 10 is particularly referred to as an occupant load Fc.

  As shown in FIG. 2, the operation control system 2 is constructed by combining a periphery monitoring system 3, a vehicle control system 4, and an information presentation system 5. These systems 3, 4, 5 are connected to each other via an in-vehicle network 6 such as a LAN (Local Area Network).

  The periphery monitoring system 3 is provided with an external sensor 30. The external sensor 30 is connected to the in-vehicle network 6. The outside world sensor 30 detects obstacles that exist in the outside world of the vehicle 1 and may collide, such as other vehicles, artificial structures, humans and animals, and traffic indications in the outside world. The external sensor 30 is, for example, one type or plural types of sonar, radar, LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), and a camera.

  The vehicle control system 4 is provided with a vehicle state sensor 40, an occupant sensor 41, and a vehicle control ECU 42. These components 40, 41, 42 of the vehicle control system 4 are all connected to the in-vehicle network 6.

  The vehicle state sensor 40 detects the driving state of the vehicle 1. The vehicle state sensor 40 is, for example, one or more of a vehicle speed sensor, an acceleration sensor, a steering angle sensor, a rotation speed sensor, a fuel sensor, a water temperature sensor, a battery sensor, a wireless communication device, and a GPS (Global Positioning System) receiver. It is.

  The occupant sensor 41 detects the state or operation of the occupant 10 who has boarded the vehicle 1 and seated on the occupant seat 11. The occupant sensor 41 is, for example, one or more types including at least the operation mode switch 410 among the operation mode switch 410, power switch, user status monitor, light switch, turn switch, wiper switch, shift switch, and the like. Here, in particular, the operation mode switch 410 is operated by the occupant 10 in order to select the current operation mode. As the operation mode, an automatic operation mode Ma in which the vehicle 1 is automatically operated and a manual operation mode Mm in which the vehicle 1 is manually operated by the occupant 10 are prepared. Specifically, in the automatic driving mode Ma, the driving control system 2 automatically controls acceleration / deceleration and left / right steering of the vehicle 1. On the other hand, in the manual operation mode Mm, acceleration / deceleration of the vehicle 1 is manually controlled according to the operation of the accelerator pedal 12 and the brake pedal 13 by the occupant 10, and left / right steering of the vehicle 1 is manually controlled according to the operation of the steering handle 14 by the occupant 10. The

  The vehicle control ECU 42 shown in FIG. 2 is mainly configured by a microcomputer having a processor and a memory. The vehicle control ECU 42 is specifically an accelerator control ECU, a brake control ECU, a steering control ECU, and an integrated control ECU. Here, the accelerator control ECU adjusts acceleration / deceleration of the vehicle 1 by automatically controlling a power unit such as an internal combustion engine or a motor generator according to the automatic control or the operation of the accelerator pedal 12. The brake control ECU adjusts acceleration / deceleration of the vehicle 1 by automatically controlling the brake actuator or manually controlling the brake actuator 13 according to the operation of the brake pedal 13. The steering control ECU adjusts the steering amount in the left-right steering of the vehicle 1 by automatically controlling the electric power steering unit according to the automatic control or the steering handle 14 operation. The integrated control ECU synchronously controls the operation of the other control ECU based on, for example, control information by a control ECU other than itself among the vehicle control ECUs 42, acquisition information of the sensors 30, 40, 41, and the like.

  The information presentation system 5 is provided with a display device 59 and an operation information presentation device 50. The display device 59 displays, for example, instrument information, navigation information, video information, music-related information, and the like so as to be visible to the occupant 10 seated on the occupant seat 11.

  The driving information presentation device 50 shown in FIGS. 2, 6, and 7 is configured to block the reverse transmission of the occupant load Fc inside while adjusting the driving position by the biaxial tilting of the footrest 15 independently and freely. Has been. The driving information presentation device 50 includes bodies 51 and 52, electric actuators 53 and 54, one-way units 55 and 56, and an information presentation ECU 57 for these adjustments and interruptions. Here, the bodies 51 and 52, the electric actuators 53 and 54, and the one-way units 55 and 56 are disposed in the hollow portion 17a of the fixed base 17 shown in FIGS. On the other hand, the information presentation ECU 57 is arranged in the hollow portion 17 a of the fixed base 17 or a predetermined location in the vehicle 1.

  The first body 51 shown in FIGS. 6 and 7 is formed of a hard material such as metal or resin. The first body 51 is positionally fixed to the fixed base 17 (see, for example, FIGS. 1 and 3). The second body 52 is made of a hard material such as metal or resin. The second body 52 is rotatably supported by the first body 51.

  The first electric actuator 53 shown in FIGS. 6 to 8 is mainly composed of an electric motor such as a servo motor, and has a first casing 530 and a first output shaft 531. The position of the first casing 530 is fixed to the first body 51. The first output shaft 531 is rotatably supported by the first casing 530. Under such a configuration, the first electric actuator 53 receives the first drive load Fd1 as the force component of the forward / reverse rotation torque that rotates the first output shaft 531 forward / reversely by energization from the information presentation ECU 57 as shown in FIG. Output from the output shaft 531.

  The second electric actuator 54 shown in FIGS. 6, 7 and 9 is mainly composed of an electric motor such as a servo motor, and has a second casing 540 and a second output shaft 541. The second casing 540 is fixed to the second body 52 and can rotate integrally. The second output shaft 541 is rotatably supported by the second casing 540. Under such a configuration, the second electric actuator 54 receives the second drive load Fd2 as the force component of the forward / reverse rotational torque that forward / reversely rotates the second output shaft 541 by energization from the information presentation ECU 57 as shown in FIG. Output from the output shaft 541.

  As shown in FIGS. 6 to 8, the first one-way unit 55 includes a first gear mechanism portion 552 configured to include a rotation conversion mechanism 550 and a first worm speed reduction mechanism 551, and a pair of first front bearings 557 and second pairs. The first stage bearing 558 is included. In rotation conversion mechanism 550, a pair of bevel gears 553 and 554 mesh with each other. Each of the bevel gears 553 and 554 is formed of a hard material such as metal or resin. The front stage bevel gear 553 is connected to the first output shaft 531 so as to be integrally rotatable. The rear stage bevel gear 554 is arranged so that the rotational axes of the rear stage bevel gear 553 are substantially orthogonal to each other. With this configuration, the integral rotational motion of the first output shaft 531 and the front bevel gear 553 is converted into the rotational motion of the rear bevel gear 554 having a different rotational direction.

  In the first worm speed reduction mechanism 551, the worm shaft 555 and the worm wheel 556 are engaged with each other. The worm shaft 555 is made of a hard material such as metal or resin. The worm shaft 555 is coupled to the rear stage bevel gear 554 so as to be integrally rotatable. The worm shaft 555 is supported by a pair of first front bearings 557 that sandwich its own screw gear portion 555a from both sides in the axial direction. Here, each first front bearing 557 is fixed to the first body 51. The worm shaft 555 is subjected to radial bearing and thrust bearing by the first front stage bearing 557, thereby restricting radial displacement and thrust displacement. In order to function as such a “displacement restricting portion”, each of the first front bearings 557 is a sliding bearing such as a metal bearing in the present embodiment. However, as long as the function is fulfilled, the first front bearing 557 is a rolling bearing such as a bearing. There may be.

  In the first worm reduction mechanism 551, the worm wheel 556 is made of a hard material such as metal or resin. The worm wheel 556 is connected to the second body 52 so as to be integrally rotatable. The worm wheel 556 is supported by the first rear stage bearing 558 at both side portions sandwiching the helical gear portion 556a of the worm wheel 556a in the axial direction. Here, the position of each first rear stage bearing 558 is fixed to the first body 51.

  As shown in FIGS. 6, 7, and 9, the second one-way unit 56 includes a second gear mechanism portion 562 including a second worm reduction mechanism 561, and a pair of second front stage bearing 567 and second rear stage bearing. With 568. In the second worm reduction mechanism 561, the worm shaft 565 and the worm wheel 566 are engaged with each other. The worm shaft 565 is formed of a hard material such as metal or resin. The worm shaft 565 is coupled to the second output shaft 541 so as to be integrally rotatable. The worm shaft 565 is supported by a pair of second front bearings 567 that sandwich its own screw gear portion 565a from both sides in the axial direction. Here, each second front stage bearing 567 is fixed to the second body 52 and can rotate integrally. The worm shaft 565 is radially and thrust bearinged by these second front bearings 567, so that radial displacement and thrust displacement are regulated. In order to function as such a “displacement restricting portion”, each of the second front stage bearings 567 is also a sliding bearing such as a metal bearing in the present embodiment. However, as long as the function is fulfilled, it is a rolling bearing such as a bearing. There may be.

  In the second worm reduction mechanism 561, the worm wheel 566 is formed of a hard material such as metal or resin. The worm wheel 566 is connected to the footrest 15 so as to be integrally rotatable. The worm wheel 566 is supported by the second rear stage bearing 568 at both sides sandwiching the helical gear portion 566a of the worm wheel 566a in the axial direction. Here, each second rear stage bearing 568 is fixed to the second body 52 and can rotate integrally. As described above, in the second worm speed reduction mechanism 561 provided between the second electric actuator 54 and the footrest 15, the screw gear portion 565a of the worm shaft 565 and the helical gear portion 566a of the worm wheel 566 are engaged with each other. The second drive load Fd2 from the second electric actuator 54 is amplified and transmitted at the meshing location. Therefore, the second driving load Fd2 is transmitted to the footrest 15 through the second one-way unit 56 as shown in FIG.

  Specifically, when the second electric actuator 54 outputs the second driving load Fd2 by forward rotation, the worm wheel 566 rotates forward around the pitch axis Ap (see, for example, FIG. 7) along the left-right direction. As shown in (a), the footrest 15 is driven forwardly. That is, the drive position of the footrest 15 is tilted and changed to the front side. On the other hand, when the second electric actuator 54 outputs the second drive load Fd2 by reverse rotation, the worm wheel 566 rotates reversely around the pitch axis Ap, so that the footrest 15 is driven backwardly as shown in FIG. Is done. That is, the drive position of the footrest 15 is tilted and changed rearward.

  Here, for example, in a preceding following scene in which the vehicle 1 travels following another preceding vehicle, the drive positions before and after the footrest 15 are adjusted in accordance with the acceleration / deceleration control of the vehicle 1 in the automatic operation mode Ma. Is done. Specifically, before the vehicle 1 is accelerated, the drive position of the footrest 15 is tilted and adjusted to the front as shown in FIG. 4A by an angle corresponding to the acceleration in the vehicle acceleration. As a result, the occupant 10 notices the acceleration by notifying the second driving load Fd2 amplified and transmitted from the second electric actuator 54 due to the change in the driving position according to the acceleration of the footrest 15 in contact with the foot 100. Presented to.

  On the other hand, before the vehicle 1 is decelerated, the drive position of the footrest 15 is tilt-adjusted to the rear side as shown in FIG. 4B by an angle corresponding to the deceleration in the vehicle deceleration. As a result, the occupant 10 perceives the second drive load Fd2 that is amplified and transmitted from the second electric actuator 54 due to a change in the drive position according to the deceleration of the footrest 15 that contacts the foot 100, thereby reducing the deceleration. Presented in advance.

  Accordingly, the second driving load Fd2 is used to adjust the driving position of the footrest 15 in accordance with the acceleration and deceleration presented by the dynamic stimulus to the occupant 10 as driving information related to the driving of the vehicle 1. The load is output from the electric actuator 54. Therefore, when the second electric actuator 54 tilts the footrest 15 back and forth against the occupant load Fc, the second electric actuator 54 is energized so as to output a second drive load Fd2 that is equal to or higher than the second reference load that enables the front and rear tilt. The amount is controlled. At this time, the second worm speed reduction mechanism 561 allows the second drive load Fd2 to be transmitted from the second electric actuator 54 to the footrest 15.

  On the other hand, when the output load of the second electric actuator 54 is less than the second reference load, self-locking occurs at the meshing position of the worm shaft 565 and the worm wheel 566 according to the transmission of the occupant load Fc from the footrest 15. Thus, the second worm speed reduction mechanism 561 is designed. For example, the self-locking function of the second worm reduction mechanism 561 is exhibited by designing the reference cylinder advance angle of the screw gear portion 565a of the worm shaft 565 to an appropriate value in advance. Accordingly, the second worm speed reduction mechanism 561 prevents the occupant load Fc from being transmitted from the footrest 15 to the second electric actuator 54 by the self-locking function, and simultaneously holds the driving position of the footrest 15 back and forth. .

  The footrest 15 shown in FIG. 7 is supported by each second rear stage bearing 568 via the worm wheel 566 of the second worm reduction mechanism 561 as described above, so that the first worm reduction mechanism 551 is provided via the second body 52. The worm wheel 556 can also be rotated together. As a result, the first worm speed reduction mechanism 551 provided between the first electric actuator 53 and the footrest 15 receives the first worm from the first electric actuator 53 at the position where the worm shaft 555 and the worm wheel 556 are engaged. The drive load Fd1 is amplified and transmitted. Therefore, the first driving load Fd1 is transmitted to the footrest 15 through the first one-way unit 55 and the second one-way unit 56 as shown in FIG.

  Specifically, when the first electric actuator 53 outputs the first driving load Fd1 by forward rotation, the worm wheels 556 and 566 are rotated around the roll axis Ar (see, for example, FIG. 7) inclined with respect to the front-rear direction and the vertical direction. By rotating forward, the footrest 15 is tilted to the left as shown in FIG. That is, the drive position of the footrest 15 is tilted to the left. On the other hand, when the first electric actuator 53 outputs the first driving load Fd1 by reverse rotation, the worm wheels 556 and 566 rotate reversely around the roll axis Ar, so that the footrest 15 tilts to the right as shown in FIG. Driven. That is, the drive position of the footrest 15 is tilted to the right.

  Here, for example, in the lane change scene in which the vehicle 1 changes the travel lane, the left and right drive positions of the footrest 15 are adjusted in accordance with the left and right steering control of the vehicle 1 in the automatic operation mode Ma. Specifically, before the vehicle 1 is steered to the left, the drive position of the footrest 15 is tilted to the left as shown in FIG. 5A by an angle corresponding to the steering amount in the left steering. . As a result, the occupant 10 perceives the first driving load Fd1 amplified and transmitted from the first electric actuator 53 based on the change in the driving position according to the left steering amount of the footrest 15 in contact with the foot 100, whereby the left steering is performed. The amount is presented in advance.

  On the other hand, before the vehicle 1 is steered to the right, the drive position of the footrest 15 is tilted to the right as shown in FIG. 5B by an angle corresponding to the steering amount in the right steering. As a result, the occupant 10 perceives the first drive load Fd1 amplified and transmitted from the first electric actuator 53 based on the change in the drive position according to the right steering amount of the footrest 15 that contacts the foot 100, thereby performing the right steering. The amount is presented in advance.

  For these reasons, the first drive load Fd1 is used to adjust the drive position of the footrest 15 according to the left steering amount and the right steering amount that are presented as dynamic driving stimuli to the occupant 10 as driving information related to the driving of the vehicle 1. The load is output from the first electric actuator 53. Therefore, when the first electric actuator 53 tilts the footrest 15 in the left-right direction against the occupant load Fc, the first electric actuator 53 is energized so as to output a first drive load Fd1 that is equal to or higher than the first reference load that enables the left-right tilt. The amount is controlled. At this time, the first worm reduction mechanism 551 allows the first drive load Fd1 to be transmitted from the first electric actuator 53 to the footrest 15.

  On the other hand, when the output load of the first electric actuator 53 is less than the first reference load, self-locking occurs at the meshing position of the worm shaft 555 and the worm wheel 556 according to the transmission of the occupant load Fc from the footrest 15. Thus, the first worm reduction mechanism 551 is designed. For example, the self-lock function of the first worm speed reduction mechanism 551 is exhibited by designing the reference cylinder advance angle of the screw gear portion 555a of the worm shaft 555 to an appropriate value in advance. Therefore, the first worm speed reduction mechanism 551 prevents the occupant load Fc from being transmitted from the footrest 15 to the first electric actuator 53 by the self-locking function, and simultaneously holds the drive position of the footrest 15 from side to side. .

  The information presentation ECU 57 shown in FIG. 2 is mainly composed of a microcomputer having a processor 57a and a memory 57b. The information presentation ECU 57 is connected to the electric actuators 53 and 54 and the in-vehicle network 6. The information presentation ECU 57 controls energization to the electric actuators 53 and 54 based on, for example, control information by each control ECU as the vehicle control ECU 42, information acquired by the sensors 30, 40 and 41, information stored in its own memory 57b, and the like. To do. Here, in particular, the information presentation ECU 57 controls the current value applied to the electric actuators 53 and 54 as the energization amount.

  The information presentation ECU 57 functionally implements each step of the presentation control flow shown in FIGS. 10 and 11 by executing the presentation control program stored in the memory 57b by the processor 57a. The presentation control flow starts in response to an ON operation of a power switch as the occupant sensor 41, and ends in response to an OFF operation of the switch. In addition, “S” in the presentation control flow means each step. Furthermore, the memory 57b of the information presentation ECU 57 that stores the presentation control program and the other memory of the ECU are respectively configured by using one or a plurality of storage media such as a semiconductor memory, a magnetic medium, or an optical medium.

  As shown in FIG. 10, in S101 of the presentation control flow, the current operation mode selected by the operation mode switch 410 is determined from the automatic operation mode Ma and the manual operation mode Mm. As a result, when it is determined in S101 that the current operation mode is the automatic operation mode Ma, the process proceeds to S102.

  In S102, it is determined whether or not an acceleration condition for accelerating the vehicle 1 is established in the automatic control by the vehicle control ECU 42. Here, the acceleration condition is set such that, for example, in the preceding tracking scene, the inter-vehicle distance between the vehicle 1 and the preceding other vehicle is equal to or greater than an acceleration setting distance that requires acceleration. As a result, when an affirmative determination is made in S102, the process proceeds to S103.

  In S103, a mode selection process is executed prior to the vehicle control ECU 42 automatically controlling the acceleration of the vehicle 1. In this mode selection process, the former Mi is selected as a control mode to be applied to the current vehicle 1 among the presentation control mode Mi for presenting driving information and the suspension control mode Ms for canceling the presentation.

  In the presentation control mode Mi selected in S103, the energization amount to the second electric actuator 54 is controlled to the second continuous energization amount Ii2 in S104 prior to the vehicle control ECU 42 automatically controlling the acceleration of the vehicle 1.

  Specifically, the second continuous energization amount Ii2 in S104 is to output the second drive load Fd2 with a magnitude greater than or equal to the second reference load that enables the footrest 15 to be tilted forward against the occupant load Fc. The current value is equal to or greater than the second reference energization amount. Such control to the second continuous energization amount Ii2 is continued for a time necessary for the forward tilt drive of the footrest 15 by an angle corresponding to the acceleration expected by the acceleration automatic control by the vehicle control ECU 42. As a result, in the second electric actuator 54 controlled to the second continuous energization amount Ii2, the output of the second drive load Fd2 by the normal rotation is continued over the necessary time. At this time, in the second one-way unit 56, the amplified transmission of the second drive load Fd2 from the second electric actuator 54 to the footrest 15 is permitted by the second worm reduction mechanism 561 of the second gear mechanism portion 562. Therefore, the drive position of the footrest 15 changes according to the forward tilt drive of the rest 15. As described above, when the required duration of the output of the second drive load Fd2 has elapsed, S104 is terminated and the process returns to S101.

  On the other hand, if a negative determination is made in S102, the process proceeds to S105. In S105, it is determined whether or not a deceleration condition for decelerating the vehicle 1 in the automatic control by the vehicle control ECU 42 is satisfied. Here, the deceleration condition is set such that, for example, in the preceding tracking scene, the inter-vehicle distance between the vehicle 1 and the preceding other vehicle is equal to or less than a deceleration setting distance that requires deceleration. As a result, when an affirmative determination is made in S105, the process proceeds to S106.

  In S106, prior to the vehicle control ECU 42 automatically controlling the deceleration of the vehicle 1, a mode selection process similar to S103 is executed. That is, in this mode selection process, the presentation control mode Mi is selected as the control mode applied to the current vehicle 1.

  In the presentation control mode Mi selected in S106, the energization amount to the second electric actuator 54 is controlled to the second continuous energization amount Ii2 in S107 prior to the vehicle control ECU 42 automatically controlling the deceleration of the vehicle 1.

  Specifically, the second continuous energization amount Ii2 in S107 is for outputting the second drive load Fd2 with a magnitude greater than the second reference load that allows the footrest 15 to be driven backwardly against the occupant load Fc. The current value is equal to or greater than the second reference energization amount. Such control to the second continuous energization amount Ii2 is continued for a time required for the backward tilt driving of the footrest 15 by an angle corresponding to the deceleration expected by the deceleration automatic control by the vehicle control ECU 42. As a result, in the second electric actuator 54 controlled to the second continuous energization amount Ii2, the output of the second drive load Fd2 due to the reverse rotation is continued over the necessary time. At this time, in the second one-way unit 56, the amplified transmission of the second drive load Fd2 from the second electric actuator 54 to the footrest 15 is permitted by the second worm reduction mechanism 561 of the second gear mechanism portion 562. Therefore, the driving position of the footrest 15 changes according to the backward tilting driving of the rest 15. As described above, when the required duration of the output of the second drive load Fd2 has elapsed, S107 is terminated and the process returns to S101.

  On the other hand, if a negative determination is made in S105, the process proceeds to S108. In S108, it is determined whether the left steering condition for steering the vehicle 1 to the left in the automatic control by the vehicle control ECU 42 is satisfied. Here, the left steering condition is set such that, for example, in a lane change scene, it is necessary to change the traveling lane to the left lane according to the inter-vehicle distance and relative speed between the vehicle 1 and the preceding other vehicle. As a result, when an affirmative determination is made in S108, the process proceeds to S109.

  In S109, a mode selection process is executed prior to the vehicle control ECU 42 automatically controlling the left steering of the vehicle 1. In this mode selection process, a mode selection process similar to S103 is executed. That is, in this mode selection process, the presentation control mode Mi is selected as the control mode applied to the current vehicle 1.

  In the presentation control mode Mi selected in S109, the energization amount to the first electric actuator 53 is controlled to the first continuous energization amount Ii1 in S110 prior to the vehicle control ECU 42 automatically controlling the left side of the vehicle 1.

  Specifically, the first continuous energization amount Ii1 in S110 is to output the first drive load Fd1 with a magnitude greater than or equal to the first reference load that enables the footrest 15 to be tilted to the left against the occupant load Fc. The current value is set to be equal to or greater than the first reference energization amount. Such control to the first continuous energization amount Ii1 is continued for a time required for the left tilt drive of the footrest 15 by an angle corresponding to the left steering amount expected by the left steering automatic control by the vehicle control ECU 42. As a result, in the first electric actuator 53 controlled to the first continuous energization amount Ii1, the output of the first drive load Fd1 by the forward rotation is continued over the necessary time. At this time, in the first one-way unit 55, the amplified transmission of the first drive load Fd1 from the first electric actuator 53 to the footrest 15 is permitted by the first worm speed reduction mechanism 551 of the first gear mechanism portion 552. Therefore, the drive position of the footrest 15 changes according to the leftward tilt drive of the rest 15. As described above, when the output duration time of the first drive load Fd1 has passed the necessary time, S110 is ended and the process returns to S101.

  On the other hand, if a negative determination is made in S108, the process proceeds to S111. In S111, it is determined whether a right steering condition for steering the vehicle 1 to the right in the automatic control by the vehicle control ECU 42 is satisfied. Here, the right steering condition is set such that, for example, in a lane change scene, it is necessary to change the traveling lane to the right lane according to the inter-vehicle distance and relative speed between the vehicle 1 and the preceding other vehicle. As a result, when a positive determination is made in S111, the process proceeds to S112.

  In S112, the vehicle control ECU 42 executes a mode selection process prior to automatically controlling the right steering of the vehicle 1. In this mode selection process, a mode selection process similar to S103 is executed. That is, in this mode selection process, the presentation control mode Mi is selected as the control mode applied to the current vehicle 1.

  In the presentation control mode Mi selected in S112, the energization amount to the first electric actuator 53 is controlled to the first continuous energization amount Ii1 in S113 prior to the vehicle control ECU 42 automatically controlling the right steering of the vehicle 1. .

  Specifically, the first continuous energization amount Ii1 in S113 is output in order to output the first drive load Fd1 with a magnitude greater than or equal to the first reference load that enables the footrest 15 to be tilted rightward against the occupant load Fc. The current value is set to be equal to or greater than the first reference energization amount. The control to the first continuous energization amount Ii1 is continued for a time necessary for the right tilt drive of the footrest 15 by an angle corresponding to the right steering amount expected by the automatic control of the right steering by the vehicle control ECU 42. As a result, in the first electric actuator 53 controlled to the first continuous energization amount Ii1, the output of the first drive load Fd1 due to the reverse rotation is continued over the necessary time. At this time, in the first one-way unit 55, the amplified transmission of the first drive load Fd1 from the first electric actuator 53 to the footrest 15 is permitted by the first worm speed reduction mechanism 551 of the first gear mechanism portion 552. Therefore, the drive position of the footrest 15 changes according to the right tilt drive of the rest 15. As described above, when the output duration time of the first drive load Fd1 has passed the necessary time, S113 is ended and the process returns to S101.

  On the other hand, as shown in FIGS. 10 and 11, when a negative determination is made in S111, the process proceeds to S114. Moreover, also when it determines with the present operation mode being manual operation mode Mm by S101 mentioned above, it transfers to S114.

  In S <b> 114, the latter Ms is selected as the control mode to be applied to the current vehicle 1 among the presentation control mode Mi and the stop control mode Ms. In the stop control mode Ms thus selected, the energization amount to the first electric actuator 53 and the second electric actuator 54 is controlled to the first forbidden energization amount Is1 and the second forbidden energization amount Is2 in S115.

  Specifically, the first prohibited energization amount Is1 in S115 is the first reference in order to restrict the output load from the first electric actuator 53 to less than the first reference load and prohibit the output of the first drive load Fd1. It is set to a current value less than the energization amount. That is, the first prohibited energization amount Is1 is set to an energization amount that is lower than the first continuous energization amount Ii1. Here, in particular, in the present embodiment, the first prohibited energization amount Is1 is set to a zero value as a current value in order to substantially stop energization of the first electric actuator 53 and inhibit the load output from the actuator 53 itself. Be controlled. Such control to the first prohibited energization amount Is1 is continued for a time allowed for one execution of S115 in order to determine timely the satisfaction conditions of S102, S105, S108, and S111. As a result, in the first electric actuator 53 controlled to the first prohibited energization amount Is1, the output of the first drive load Fd1 is prohibited for one permissible time.

  With the control to the first prohibited energization amount Is1, the first one-way unit 55 has a self-lock function according to the transmission of the occupant load Fc from the footrest 15, and the first worm speed reduction mechanism 551 of the first gear mechanism portion 552. This is demonstrated for the first electric actuator 53. As a result, transmission of the occupant load Fc from the footrest 15 to the first electric actuator 53 is interrupted, and at the same time, the left and right drive positions of the footrest 15 are maintained. At this time, particularly in the first one-way unit 55, the first front bearing 557 is displaced in the thrust displacement of the worm wheel 556 as the occupant load Fc is transmitted from the footrest 15 to the worm wheel 556 of the first worm reduction mechanism 551. To regulate. As a result, the function of blocking the load transmission to the first electric actuator 53 and the function of holding the drive position of the footrest 15 are reliably exhibited.

  Further, the second prohibited energization amount Is2 in S115 with respect to the first prohibited energization amount Is1 restricts the output load from the second electric actuator 54 to be less than the second reference load and prohibits the output of the second drive load Fd2. Therefore, the current value is set to be less than the second reference energization amount. That is, the second prohibited energization amount Is2 is set to an energization amount that is lower than the second continuous energization amount Ii2. Here, in particular, in the present embodiment, the second prohibited energization amount Is2 is set to a zero value as a current value in order to substantially stop energization to the second electric actuator 54 and inhibit the load output itself from the actuator 54. Be controlled. Such control to the second prohibited energization amount Is2 is continued for a time allowed for one execution of S115 in order to determine the satisfaction conditions of S102, S105, S108, and S111 in a timely manner. As a result, in the second electric actuator 54 controlled to the second prohibited energization amount Is2, the output of the second drive load Fd2 is prohibited for one permissible time.

  With such control to the second prohibited energization amount Is2, the second one-way unit 56 has a self-lock function according to the transmission of the occupant load Fc from the footrest 15 and the second worm speed reduction mechanism 561 of the second gear mechanism portion 562. Is exerted on the second electric actuator 54. As a result, the transmission of the occupant load Fc from the footrest 15 to the second electric actuator 54 is interrupted, and at the same time, the drive positions before and after the footrest 15 are maintained. At this time, particularly in the second one-way unit 56, the second front stage bearing 567 is displaced in the thrust displacement of the worm wheel 566 as the occupant load Fc is transmitted from the footrest 15 to the worm wheel 566 of the second worm reduction mechanism 561. To regulate. As a result, the function of blocking the load transmission to the second electric actuator 54 and the function of holding the drive position of the footrest 15 are reliably exhibited.

  As described above, when the output prohibition time of the driving loads Fd1 and Fd2 has passed one permissible time, S115 is ended and the process returns to S101. Therefore, while none of the conditions for satisfying S102, S105, S108, and S111 is satisfied, the output of the driving loads Fd1 and Fd2 is continuously prohibited, so that the footrest 15 is held by the one-way units 55 and 56. .

  In the first embodiment so far, the part of the information presentation ECU 57 that executes S103, S106, S109, S112, and S114 corresponds to the “mode selection unit”. Moreover, in 1st embodiment, the part which performs S104, S107, S110, S113, S115 among information presentation ECU57 corresponds to an "energization control unit."

(Function and effect)
The effects of the first embodiment described above will be described below.

  In the presentation control mode Mi selected for presenting the driving information in the first embodiment, the energization amount to the first electric actuator 53 is controlled to the first continuous energization amount Ii1, thereby the first drive load Fd1. Output continues. At this time, the first drive load Fd1 permitted to be transmitted from the first electric actuator 53 to the footrest 15 by the first one-way unit 55 is driven against the occupant load Fc applied from the occupant 10 to the footrest 15. The position can be adjusted.

  Similarly, in the presentation control mode Mi of the first embodiment, the output of the second drive load Fd2 is continued by controlling the energization amount to the second electric actuator 54 to the second continuous energization amount Ii2. At this time, the second drive load Fd2 permitted to be transmitted from the second electric actuator 54 to the footrest 15 by the second one-way unit 56 is driven against the occupant load Fc applied from the occupant 10 to the footrest 15. The position can be adjusted.

  As described above, in the presentation control mode Mi, the driving loads Fd1 and Fd2 for adjusting the driving position of the footrest 15 according to the driving information are easily perceived by the occupant 10 even under a situation where vibrations increase in the vehicle. It is possible to ensure proper presentation of

  On the other hand, in the stop control mode Ms selected to stop the presentation of the driving information in the first embodiment, the drive load is controlled by controlling the energization amount to the electric actuators 53 and 54 to the prohibited energization amounts Is1 and Is2. The output of Fd1 and Fd2 is prohibited. At this time, transmission of the occupant load Fc applied from the occupant 10 to the footrest 15 is blocked by the one-way units 55 and 56 from the footrest 15 to the electric actuators 53 and 54. Therefore, it is not necessary to output the driving loads Fd1 and Fd2 from the electric actuators 53 and 54 in opposition to the load from the occupant 10, and the power consumption is reduced by the prohibited energization amounts Is1 and Is2 which are lower than the continuous energization amounts Ii1 and Ii2. Can be done. Furthermore, the driving position of the footrest 15 to which the occupant load Fc is applied from the occupant 10 is held by blocking the transmission of the occupant load Fc to the electric actuators 53 and 54, and free fluctuations can be limited in accordance with the stop of information presentation. Therefore, it is difficult for the occupant 10 to feel uncomfortable. According to these, it becomes possible to improve the fuel consumption performance and driving feeling in the vehicle 1.

  Further, in the stop control mode Ms of the first embodiment, the prohibited energization amounts Is1, Is2 to the electric actuators 53, 54 are controlled to zero values. According to this, since the power consumption can be reduced by substantially stopping energization of the electric actuators 53 and 54, it is possible to enhance the effect of improving the fuel consumption performance.

  Furthermore, in the suspension control mode Ms of the first embodiment, the gear mechanism portions 552, 562 of the one-way units 55, 56 are operated by the occupant 10 with respect to the electric actuators 53, 54 controlled to the prohibited energization amounts Is1, Is2. 15 is self-locked by transmission of an occupant load Fc applied to the vehicle. According to this, the load transmission from the footrest 15 to the electric actuators 53 and 54 can be interrupted, and at the same time, the driving position of the footrest 15 can be held to improve the fuel efficiency and driving feeling.

  In addition, in the gear mechanism portions 552 and 562 of the first embodiment, the worm speed reduction mechanisms 551 and 561 between the electric actuators 53 and 54 and the footrest 15 are connected to the worm shaft by load transmission from the footrest 15 in the stop control mode Ms. Self-locking is performed at the engagement position between 555 and 565 and worm wheels 556 and 566. According to this, the load transmission from the footrest 15 to the electric actuators 53 and 54 can be interrupted, and at the same time, the driving position from the footrest 15 can be reliably held, so that it is possible to improve the fuel efficiency performance and driving feeling improvement effect. It becomes. On the other hand, the worm deceleration mechanisms 551 and 561 amplify and transmit the drive loads Fd1 and Fd2 from the electric actuators 53 and 54 at the meshing positions of the worm shafts 555 and 565 and the worm wheels 556 and 566 in the presentation control mode Mi. obtain. According to this, the driving loads Fd1 and Fd2 output from the electric actuators 53 and 54 themselves, and thus the continuous energization amounts Ii1 and Ii2 required for the output can be reduced as much as possible. Therefore, not only the improvement effect of the fuel consumption performance is enhanced, but also the electric actuators 53 and 54 can be downsized.

  In addition, the front stage bearings 557 and 567 of the one-way units 55 and 56 regulate the thrust displacement of the worm shafts 555 and 565 as the load is transmitted from the footrest 15 to the worm wheels 556 and 566 in the stop control mode Ms. According to this, since the transmission from the footrest 15 to the electric actuators 53 and 54 can be surely cut off, it becomes possible to enhance the improvement effect of the fuel consumption performance.

  Now, according to the first embodiment, in the presentation control mode Mi selected in the automatic operation mode Ma of the vehicle 1, the energization amount to the first electric actuator 53 is controlled to the first continuous energization amount Ii1, The output of the first driving load Fd1 is continued. Similarly, in the presentation control mode Mi, the output of the second drive load Fd2 is continued by controlling the energization amount to the second electric actuator 54 to the second continuous energization amount Ii2. According to the principle described above at these times, the driving loads Fd1 and Fd2 permitted to be transmitted from the electric actuators 53 and 54 to the footrest 15 are easily perceived by the occupant 10 even under a situation where vibrations increase in the vehicle. Therefore, it is possible to ensure the proper presentation of the driving information in the vehicle 1 during automatic driving, and to ensure the sense of security of the occupant 10 with respect to the automatic driving.

  On the other hand, according to the first embodiment, in the stop control mode Ms selected in the manual operation mode Mm of the vehicle 1 by the occupant 10, the energization amount to the electric actuators 53 and 54 is controlled to the prohibited energization amounts Is1 and Is2. Thus, the output of the driving loads Fd1 and Fd2 is prohibited. At this time, according to the principle described above, the transmission of the occupant load Fc from the footrest 15 to the electric actuators 53 and 54 can be cut off to reduce the power consumption, and the driving position of the footrest 15 is maintained and the occupant 10 feels uncomfortable. In addition, it is difficult to feel annoyance due to information presentation. Therefore, it is possible to improve the fuel consumption performance and driving feeling in the vehicle 1 during manual driving, and to ensure the reliability of the vehicle 1 in the manual driving.

  Further, according to the first embodiment, the electric actuators 53 and 54 controlled to the continuous energization amounts Ii1 and I2 are selected by selecting the presentation control mode Mi in the case of the drive position change of the footrest 15 in the automatic operation mode Ma. Continues to output the driving loads Fd1, Fd2. On the other hand, when the drive position of the footrest 15 is held in the automatic operation mode Ma, the stop control mode Ms is selected as in the manual operation mode Mm, so that the electric actuators 53 controlled to the prohibited energization amounts Is1, Is2 are selected. 54 is prohibited from outputting the driving loads Fd1, Fd2. According to these, even during automatic driving that ensures the occupant 10's sense of security by presenting driving information, if it is essential for the presenting to continue output of the driving loads Fd1, Fd2 by the continuous energization amounts Ii1, Ii2, That is, it can be limited to the case where the driving position of the footrest 15 is changed. In other words, the prohibition of output of the driving loads Fd1 and Fd2 by the prohibited energization amounts Is1 and Is2 is applied not only during manual operation but also in the case of holding the driving position during automatic operation, thereby reducing fuel consumption by reducing power consumption. The performance improvement effect can be enhanced.

(Second embodiment)
As shown in FIGS. 12 and 13, the second embodiment of the present invention is a modification of the first embodiment.

  In the presentation control flow of the second embodiment, when it is determined in S101 described in the first embodiment that the current operation mode is the manual operation mode Mm as shown in FIG. 12, the process proceeds to S2116 as shown in FIG. And migrate. In S2116, the exercise mode determined in the previous S101 is determined as the previous operation mode with respect to S101 immediately before the determination as the manual operation mode Mm is made. As a result, when it is determined in S2116 that the previous operation mode is the automatic operation mode Mm, the process proceeds to S114 described in the first embodiment. On the other hand, if it is determined in S2116 that the previous operation mode is the manual operation mode Ma, the process proceeds to S2117.

  In S2117, the stop control mode Ms is selected as a control mode to be applied to the current vehicle 1 as in S114 described in the first embodiment. In the stop control mode Ms thus selected, the energization amount to the first electric actuator 53 and the second electric actuator 54 is controlled to the first return energization amount Ir1 and the second return energization amount Ir2, respectively, in S2118.

  Specifically, the first return energization amount Ir1 in S2118 is for outputting the first drive load Fd1 with a magnitude greater than or equal to the first reference load that enables the footrest 15 to be tilted right and left against the occupant load Fc. The current value is equal to or greater than the first reference energization amount. At the same time, the second return energization amount Ir2 in S2118 outputs the second drive load Fd2 with a magnitude greater than the second reference load that enables the footrest 15 to be driven back and forth against the occupant load Fc. It is set to a current value equal to or greater than one reference energization amount.

  The control to the return energization amounts Ir1 and Ir2 is continued for a time necessary to return the drive position of the footrest 15 to the specific holding position Ph that is the initial position. Here, the holding position Ph is set, for example, at a position where the occupant 10 who is manually operating in the manual operation mode Mm does not feel uncomfortable. Further, in order to determine the return time to the holding position Ph, the driving position of the footrest 15 is, for example, a rotation incorporated in the electric actuators 53 and 54 or the one-way units 55 and 56 so that the rotation positions of the output shafts 531 and 541 can be detected. Monitoring is performed based on sensor acquisition information and the like.

  In the electric actuators 53 and 54 controlled to the return energization amounts Ir1 and Ir2 in this way, the output of the driving loads Fd1 and Fd2 is continued so that the driving position of the footrest 15 reaches the holding position Ph. At this time, the one-way units 55 and 56 permit the amplified transmission of the drive loads Fd1 and Fd2 from the electric actuators 53 and 54 to the footrest 15 by the worm speed reduction mechanisms 551 and 561 of the gear mechanism portions 552 and 562. Therefore, the driving position is returned to the holding position Ph according to the driving of the footrest 15.

  As described above, in the second embodiment by S2116 to S2118, the energization amount to the electric actuators 53 and 54 is the return energization amount in the stop control mode Ms selected in accordance with the switching from the automatic operation mode Ma to the manual operation mode Mm. Controlled by Ir1 and Ir2. As a result, when the drive position of the footrest 15 is returned to the holding position Ph, in this presentation control flow, S2118 is ended and the process proceeds to S115. As a result, the energization amount to the electric actuators 53 and 54 once controlled to the return energization amounts Ir1 and Ir2 in accordance with the switching from the automatic operation mode Ma to the manual operation mode Mm is changed to the prohibited energization amounts Is1 and Is2 in S115. Change. Therefore, while none of the conditions for establishing S102, S105, S108, and S111 described in the first embodiment is satisfied, the output of the driving loads Fd1 and Fd2 is continuously prohibited, so that the footrest 15 is a one-way unit. 55 and 56 hold at the holding position Ph.

  In the second embodiment so far, the portion of the information presentation ECU 57 that executes S103, S106, S109, S112, S114, and S2117 corresponds to the “mode selection unit”. In the first embodiment, the portion of the information presentation ECU 57 that executes S104, S107, S110, S113, S115, and S2118 corresponds to the “energization control unit”.

  According to such 2nd embodiment, the effect similar to 1st embodiment may be exhibited. Moreover, according to the second embodiment, in the stop control mode Ms selected in accordance with the switching from the automatic operation mode Ma to the manual operation mode Mm, the energization amount to the electric actuators 53 and 54 is temporarily changed to the return energization amounts Ir1 and Ir2. After being controlled, it changes to the prohibited energization amounts Is1, Is2. Here, the return energization amounts Ir1 and Ir2 are energization amounts for causing the electric actuators 53 and 54 to output drive loads Fd1 and Fd2 for returning the drive position of the footrest 15 to the specific holding position Ph. Therefore, after the footrest 15 is returned to the holding position Ph by the control to the return energization amounts Ir1 and Ir2 in the stop control mode Ms accompanying the switching to the manual operation mode Mm, the footrest 15 returns to the prohibited energization amounts Is1 and Is2. It can be held at substantially the same position Ph under control. According to this, in the vehicle 1 during the manual operation in which the presentation of information by the footrest 15 is particularly troublesome, the driving position of the footrest 15 is maintained, so that the occupant 10 does not feel a sense of incongruity. Reliability can be ensured.

(Third embodiment)
As shown in FIG. 14, the third embodiment of the present invention is a modification of the first embodiment.

  The driving information presentation device 3050 of the third embodiment is not provided with the second body 52, the first electric actuator 53, and the first one-way unit 55. Therefore, in the driving information presentation device 3050, the components corresponding to the first body 51, the second electric actuator 54, and the second one-way unit 56 of the first embodiment are simply referred to as the body 3051, the electric actuator 3054, and the one-way unit 3056. To do. That is, the ordinal number attached to the prefix of each element name will be omitted. The same applies to each component related to the electric actuator 3054 and the one-way unit 3056 and each related physical quantity (for example, the driving load Fd2).

  The position of the casing 540 of the electric actuator 3054 is fixed to the body 3051. The one-way unit 3056 has a gear mechanism portion 3562 including a planetary gear speed reduction mechanism 3561 together with one front bearing and one rear bearing (not shown).

  In the planetary gear reduction mechanism 3561, at least one planetary gear meshing with a plurality of other gears as a multistage component gear (not shown) that connects the input shaft 3561a and the output shaft 3561b, and the other gears. have. Each component gear of the planetary gear reduction mechanism 3561 is formed of a hard material such as metal or resin. The input shaft 3561 a of the planetary gear speed reduction mechanism 3561 is connected to the output shaft 541 of the electric actuator 3054 so as to be integrally rotatable, and is supported by the front bearing of the one-way unit 3056. The output shaft 3561b of the planetary gear speed reduction mechanism 3561 is connected to the footrest 3015 so as to be integrally rotatable, and is supported by a rear stage bearing of the one-way unit 3056. Here, the respective bearings of the one-way unit 3056 are fixed to the body 3051. As described above, the footrest 3015 of the third embodiment can be tilted only forward and backward. At the same time, the planetary gear reduction mechanism 3561 provided inline between the footrest 3015 and the electric actuator 3054 amplifies and transmits the driving load Fd2 output from the electric actuator 3054 at the meshing position where the constituent gears mesh with each other. To do.

  Specifically, when the electric actuator 3054 outputs the driving load Fd2 by forward rotation, the footrest 3015 is driven to tilt forward. On the other hand, when the electric actuator 3054 outputs the driving load Fd2 by reverse rotation, the footrest 3015 is driven backwardly. Therefore, also in the third embodiment, the drive load Fd2 output from the electric actuator 3054 is a load for adjusting the drive position of the footrest 3015 according to the acceleration and deceleration presented by the mechanical stimulus to the occupant 10. Become. Therefore, when the electric actuator 3054 tilts the footrest 3015 back and forth against the occupant load Fc, the energization amount is controlled so as to output a driving load Fd2 that is equal to or higher than a reference load that enables the front and back tilt. At this time, the planetary gear speed reduction mechanism 3561 allows the drive load Fd2 to be transmitted from the electric actuator 3054 to the footrest 3015.

  On the other hand, when the output load of the electric actuator 3054 is less than the reference load, the planetary gear reduction mechanism 3561 is configured to self-lock in accordance with the transmission of the occupant load Fc from the footrest 3015 at the meshing position of the constituent gears. Is designed. Therefore, the planetary gear speed reduction mechanism 3561 blocks the transmission of the occupant load Fc from the footrest 3015 to the electric actuator 3054 by the self-locking function, and simultaneously holds the driving position of the footrest 3015 back and forth.

  The configurations of the body 3051, the electric actuator 3054, and the one-way unit 3056 other than those described above are substantially the same as the configurations of the first body 51, the second electric actuator 54, and the second one-way unit 56 of the first embodiment, respectively. is there.

  In the presentation control flow shown in FIG. 15 of the third embodiment, S108 to S113 described in the first embodiment are omitted, and when a negative determination is made in S105, the process proceeds to S114. Therefore, the functions and effects described in the first embodiment are similarly exhibited by the one-way unit 3056 and the like in the third embodiment, except for the functions and effects of the one-way unit 55, the worm speed reduction mechanisms 551 and 561, and the front bearings 557 and 567. obtain.

  Furthermore, in the gear mechanism 3562 of the third embodiment, the planetary gear speed reduction mechanism 3561 between the electric actuator 3054 and the footrest 3015 is self-engaged at the meshing position of the gears in the stop control mode Ms by the load transmission from the footrest 3015. Lock it. According to this, since the load transmission from the footrest 3015 to the electric actuator 3054 can be cut off and at the same time the driving position from the footrest 3015 can be reliably held, it is possible to improve the fuel efficiency and driving feeling improvement effect. . On the other hand, the planetary gear reduction mechanism 3561 can amplify and transmit the drive load Fd2 from the electric actuator 3054 at the meshing position of the gears in the presentation control mode Mi. According to this, the driving load Fd2 output from the electric actuator 3054 itself, and thus the continuous energization amount Ii2 required for the output can be reduced as much as possible. Therefore, not only the improvement effect of the fuel consumption performance is enhanced, but also the electric actuator 3054 can be downsized.

(Fourth embodiment)
As shown in FIG. 16, the fourth embodiment of the present invention is a modification of the third embodiment.

  In the driving information presentation device 4050 of the fourth embodiment, the one-way unit 4056 includes a gear mechanism portion 4562 configured to include a motion conversion mechanism 4560 and a planetary gear speed reduction mechanism 3561, and a front stage bearing and a rear stage bearing that are substantially the same as those in the third embodiment. (Not shown).

  In the motion conversion mechanism 4560, the pinion gear 4563 and the rack gear 4564 mesh with each other. The pinion gear 4563 and the rack gear 4564 are made of a hard material such as metal or resin, for example. The substantially cylindrical pinion gear 4563 is connected to the output shaft 3561b of the planetary gear reduction mechanism 3561 so as to be integrally rotatable. The rectangular belt-shaped rack gear 4564 is arranged in a state of being elongated along the vertical direction. With this configuration, the integral rotational movement of the output shaft 3561b and the pinion gear 4563 is converted into a linear movement along the longitudinal direction of the rack gear 4564.

  In the fourth embodiment, the lower end portion of the footrest 4015 is connected to the fixed base 17 or the body 3051 via a hinge 4015a. Thereby, the footrest 4015 can be tilted only in the front-rear direction as in the third embodiment. As shown in FIG. 17, a pair of guide rails 4015 b are integrally formed on the side of the footrest 4015 opposite to the contact side with the occupant 10. Here, a pair of slide shaft portions 4564a projecting toward both sides in the width direction of the rack gear 4564 are integrally formed at the upper end portion of the rack gear 4564. These slide shaft portions 4564a are fitted to the corresponding guide rails 4015b so as to be slidable. With this configuration, the linear motion of the rack gear 4564 is converted into the forward / backward tilt of the footrest 4015. Therefore, between the footrest 4015 and the electric actuator 3054, the drive load Fd2 output from the actuator 3054 is amplified and transmitted through the planetary gear speed reduction mechanism 3561 and the motion conversion mechanism 4560.

  Specifically, when the electric actuator 3054 outputs the drive load Fd2 by forward rotation, the footrest 4015 is driven to tilt forward. On the other hand, when the electric actuator 3054 outputs the driving load Fd2 by reverse rotation, the footrest 4015 is driven backwardly. Accordingly, also in the fourth embodiment, the driving load Fd2 output from the electric actuator 3054 is a load for adjusting the driving position of the footrest 4015 according to the acceleration and deceleration presented by the dynamic stimulus to the occupant 10. Become. Therefore, when the electric actuator 3054 tilts the footrest 4015 back and forth against the occupant load Fc, the energization amount is controlled so as to output a driving load Fd2 that is equal to or higher than a reference load that enables the front and back tilt. At this time, the planetary gear speed reduction mechanism 3561 allows the drive load Fd2 to be transmitted from the electric actuator 3054 to the footrest 4015.

  On the other hand, the planetary gear speed reduction mechanism 3561 shuts off the transmission of the occupant load Fc from the footrest 4015 to the electric actuator 3054 by the self-locking function when the output load of the electric actuator 3054 is less than the reference load. The drive position of the footrest 4015 is held back and forth.

  As described above, in the fourth embodiment, the same presentation control flow as that in the third embodiment is executed. Therefore, in 4th embodiment, the effect similar to 3rd embodiment (namely, including the effect demonstrated in 1st embodiment) may be exhibited.

(Other embodiments)
Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and various embodiments and combinations can be made without departing from the spirit of the present invention. Can be applied.

  Specifically, as a first modification related to the first to fourth embodiments, in S115 of the presentation control flow, the prohibited energization amount is set to a current value higher than the zero value in a range lower than the continuous energization amounts Ii1 and Ii2. Is1 and Is2 may be set. That is, the output from the electric actuators 53 and 54 may be permitted in the stop control mode Ms if the load is low enough to make it difficult or impossible to adjust the drive positions of the footrests 153015 and 4015.

  As a second modification related to the first and second embodiments, the configuration of the driving information presentation device 50 is the third or the third by adopting the footrest 3015, 4015 of the third or fourth embodiment that can only tilt forward and backward. It may be changed according to the fourth embodiment. The presentation control flow of the second modification is the same as that of the third embodiment.

  As modification 3 regarding the first to fourth embodiments, the configuration of the driving information presentation devices 50, 3050, and 4050 is changed accordingly by providing the footrests 15, 3015, and 4015 so as to be only tiltable left and right. Also good. In the presentation control flow of the third modification, as shown in FIG. 18, when S102 to S107 are omitted and the determination of the automatic operation mode Ma is made in S101, the process proceeds to S108.

  As a fourth modified example related to the first to fourth embodiments, as shown in FIG. 19, when a negative determination is made in S111 in the presentation control flow, the process may proceed to S1118. In S1118 of this modified example 4, the electric loads 53 for controlling the driving loads Fd1 and Fd2 for holding and adjusting the driving positions of the footrests 15, 3015 and 4015 against the occupant load Fc to the continuous energization amounts Ii1 and Ii2. , 54. Such control to the continuous energization amounts Ii1 and Ii2 is continued for a time allowed for one execution of S1118 in order to determine the satisfaction conditions of S102, S105, S108, and S111 in a timely manner. As a result, when the output time of the driving loads Fd1 and Fd2 for holding and adjusting the driving position has passed one permissible time, S1118 is ended and the process returns to S101. Therefore, in the above modification 4, the output of the drive loads Fd1 and Fd2 is not prohibited as the presentation control mode Mi over the automatic operation mode Ma, and the prohibition process in the stop control mode Ms is performed only in the manual operation mode Mm. Will be executed.

  As a fifth modified example related to the third and fourth embodiments, S2116 to S2118 may be executed in accordance with the presentation control flow of the second embodiment. As a sixth modified example related to the first to fourth embodiments, the manual operation mode Mm may not be prepared. In the presentation control flow of the modified example 6, S101 is omitted as shown in FIG. 20, and the switching selection between the presentation control mode Mi and the stop control mode Ms is realized only in the automatic operation mode Ma.

  As the modified example 7 regarding the first to fourth embodiments, the automatic operation mode Ma may not be prepared. In the presentation control flow of the modified example 7, S101 to S107 are omitted as shown in FIG. 21, and the process returns from S110, S113, S115 to S108. However, the left steering condition of S108 is set, for example, that guidance in the left turn direction during manual operation is required in accordance with the display of navigation information by the display device 59. Further, the right steering condition in S111 is set, for example, that guidance in the right turn direction during manual operation is required in accordance with the display of navigation information by the display device 59. As described above, in the presentation control flow of the modified example 7, switching selection between the presentation control mode Mi and the stop control mode Ms is realized only in the automatic operation mode Ma.

  In the presentation control flow as the modified example 8 regarding the second embodiment, as shown in FIG. 22, when a negative determination is made in S111, the process may proceed to S2117. In the presentation control flow of the modified example 8, when the drive position change of the footrest 15 is completed in the automatic operation mode Ma, the drive position of the footrest 15 is returned to the holding position Ph even in the mode Ma. In S104 and S107 of the presentation control flow as the modification 9 related to the first to fourth embodiments, the driving position of the footrest 15 is an angle corresponding to the vehicle speed increase amount and vehicle speed decrease amount expected by the automatic acceleration control and the automatic deceleration control, respectively. May be changed.

  As a tenth modification related to the first and second embodiments, the thrust displacement of the worm shafts 555 and 565 may not be restricted by the front bearings 557 and 567. As modification 11 regarding the first and second embodiments, the front bearings 557 and 567 may not be provided.

  As a modification 12 related to the first to fourth embodiments, at least a part of the steps of the presentation control flow may be functionally realized by an ECU other than the information presentation ECU 57. As a modification 13 related to the first to fourth embodiments, at least a part of the steps of the presentation control flow may be realized in hardware by an electronic circuit such as one or a plurality of ICs.

  As a modification 14 related to the first to fourth embodiments, the “contact body” that the occupant 10 can contact may be other than the footrest 15, 3015, 4015. For example, the “contact body” may be any one of a part of the steering handle 14, a part of the occupant seat 11 including the armrest and the headrest, a part of a remote operation device that becomes the occupant sensor 41, and the like.

  Here, in the modified example 14, when the steering handle 14 or a part of the remote control device is caused to function as the “contact body”, the part itself is tilted according to the first to fourth embodiments. In the modification 14, when a part of the occupant seat 11 is caused to function as a “contact body”, the movable member that is built in the occupant seat 11 and realizes load transmission through the part is first to fourth together with the part. Tilt-driven according to the embodiment.

DESCRIPTION OF SYMBOLS 1 Vehicle, 10 crew member, 15,3015,4015 Footrest, 50,3050,4050 Driving information presentation apparatus, 53 1st electric actuator, 54 2nd electric actuator, 55 1st one-way unit, 56 2nd one-way unit, 551 1st Worm reduction mechanism, 555,565 Worm shaft, 556,566 Worm wheel, 561 Second worm reduction mechanism, 3054 Electric actuator, 3056,4056 One-way unit, 3561 Planetary gear reduction mechanism, Fc Crew load, Fd1 First drive load, Fd2 Second drive load / drive load, Ii1 first continuous energization amount, Ii2 second continuous energization amount / continuous energization amount, Ir1 first return energization amount, Ir2 second return energization amount, Is1 first prohibited energization amount, Is2 second Prohibited energization amount, M Automatic operation mode, Mi presentation control mode, Mm manual operation mode, Ms abort control mode, Ph holding position

Claims (9)

A driving information presentation device that presents driving information related to driving of the vehicle (1) mounted with the contact body (15, 3015, 4015) that can be contacted by the occupant (10) by dynamic stimulation from the contact body to the occupant. (50, 3050, 4050),
An electric actuator (53, 54, 3054) for outputting a drive load (Fd1, Fd2) for adjusting the drive position of the contact body according to the operation information by energization;
Mode selection for selecting a control mode to be applied to the current vehicle among a presentation control mode (Mi) for presenting the driving information and a stop control mode (Ms) for canceling the presentation of the driving information Units (S103, S106, S109, S112, S114, S2117);
By controlling the energization amount to the electric actuator to the continuous energization amount (Ii1, Ii2) in the presentation control mode, the output of the driving load is continued, while the energization amount is continued in the stop control mode. An energization control unit (S104, S107, S110, S113, S115, S2118) that inhibits the output of the driving load by controlling to the prohibited energization amount (Is1, Is2) lower than the energization amount;
The contact to the electric actuator with the energization amount controlled to the prohibited energization amount while permitting transmission of the drive load from the electric actuator with the energization amount controlled to the continuous energization amount to the contact body. A one-way unit (55, 56, 3056, 4056) that interrupts load transmission from the body and maintains the drive position;
A driving information presentation device provided.   The driving information presenting apparatus according to claim 1, wherein the energization control unit controls the prohibited energization amount to a zero value in the stop control mode. The one-way unit is
A gear mechanism (552, 562, 3562, 4562) that self-locks by transmitting a load from the contact body with respect to the electric actuator in which the energization amount is controlled to the prohibited energization amount,
The driving information presentation device according to claim 1 or 2. The gear mechanism (552, 562)
It is provided between the electric actuator (53, 54) and the contact body, and in the meshing position where the worm shaft (555, 565) and the worm wheel (556, 566) mesh, A worm reduction mechanism (551, 561) that self-locks by load transmission from the contact body and amplifies and transmits the drive load from the electric actuator in the presentation control mode;
The driving information presentation device according to claim 3, comprising: The one-way unit (55, 56)
In the stop control mode, displacement restricting portions (557, 567) for restricting thrust displacement of the worm shaft in accordance with load transmission from the contact body to the worm wheel,
The driving information presentation device according to claim 4. The gear mechanism (3562, 4562)
Provided between the electric actuator (3054) and the contact body, and in the disengagement control mode, the self-locking by the load transmission from the contact body and the presentation control mode at the meshing position where the gears mesh with each other. Then, a planetary gear reduction mechanism (3561) for amplifying and transmitting the driving load from the electric actuator,
The driving information presentation device according to claim 3, comprising: The mode selection unit is:
The display control mode is selected in an automatic operation mode (Ma) in which the vehicle is automatically operated, and the stop control mode is selected in a manual operation mode (Mm) in which the vehicle is manually operated by the occupant. The driving information presentation device according to any one of Items 1 to 6. The mode selection unit is:
The presentation control mode is selected when the drive position is changed in the automatic operation mode, and the stop control mode is selected between the automatic operation mode when the drive position is held and the manual operation mode. The driving information presentation device according to claim 7. When the energization amount for outputting the drive load for returning the drive position of the footrest that is the contact body to a specific holding position (Ph) from the electric actuator is defined as a return energization amount (Ir1, Ir2),
The energization control unit temporarily controls the energization amount in the stop control mode selected in accordance with the switching from the automatic operation mode to the manual operation mode to the return energization amount, and then changes to the prohibited energization amount. The driving information presenting device according to claim 7 or 8, wherein the driving information presenting device is changed.

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