JPH0764661A - Throttle lever simulator - Google Patents

Abstract

PURPOSE:To change the operating force of a throttle lever simulator at the time of acceleration and deceleration, and simultaneously, to eliminate damping oscillation at the time of centering as much as possible so that the operability of the throttle lever simulator is improved. CONSTITUTION:In this throttle lever simulator, a throttle lever 4 is pivoted freely rotatably to a fitting bracket 2, and a swing arm 8 is pivoted at the lower end side of the neutral position of the throttle lever 4, and a bearing 9 is provided freely rotatably at one of the lower end of the throttle lever 4 and the upper end of the swing arm 8, and a asymmetrical cam 10 with which the bearing 9 is brought into contact is fixed to the other, and further, the tensioner 5 of an elastic member is interposed between the lower end of the swing arm 8 and the fitting bracket 4a, and the tensioner 5 is fixed to one of the swing arm 8 and the fitting bracket 4a on its side face, and the through shaft 7 of the tensioner is fixed to the other.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in maneuverability when centering a throttle lever of a simulated operation game machine.

[0002]

2. Description of the Related Art Conventionally, a throttle lever of a simulated control game machine imitating a driver's seat of a vehicle such as a car or an airplane has been disclosed in Japanese Patent Laid-Open No.
As described in Japanese Patent No. 266615, the centering is simply performed by a spring.

This is shown as a centering mechanism of the prior art in FIG. 5 (A), but the operation lever 01 is rotatably attached to the frame body 02 by the rotary shaft 03, and independent long holes are provided on both sides. 04
Shaft 05 mounted on the frame 02 and movably mounted on the same slot 04
When the tension springs 06 are stretched and the operating lever 01 is tilted to the right as shown in FIG. 5 (B), the right shaft 05 comes into contact with the operating lever 01 and the tensioning force of the tension spring 06 causes centering.

FIG. 6 showing another embodiment of the above publication.
In (A), the plane is divided into two in the same shape left and right with respect to the plane including the axis of the pillar member having the same axis as the axis of the rotating shaft 08 that rotates in accordance with the movement of the operation lever 07. It is composed of an oblique concave member 010 and an oblique convex member 011 whose shape surface is the contact surface 09. One member is fixed and the other member is axially slidable on the rotating shaft 08 and is rotated together with the rotating shaft 08 in the rotating direction, and one end of the rotating shaft 08 and any member A spiral spring 012 that compresses between the two is wound around the rotary shaft 08.
Then, when the operation lever 07 is tilted as shown in FIG. 6 (B), the oblique concave member 010 and the oblique convex member 011 are separated, the helical spring 012 is compressed, and the extending force of the helical spring 012 is increased. The operation lever 07 is centered by urging 011 in the direction of sliding down the slope 013 of the oblique recessed material 010.

[0005]

In the above technique, in the method in which the operation lever is sandwiched by the tension springs, when the operation lever is released from the biased state, a damping motion is observed until the centering occurs, and above all, the operation feeling of the operation lever. Since the spring is used directly, the tensile force of the tension spring was transmitted and it was far from the real feeling. Further, in a system in which an oblique concavo-convex member is rotatably attached to the pivot shaft of the operation lever and the oblique concavo-convex member is biased to perform centering, the pivoting at the time of centering is braked to some extent, and the operation is disturbed. Although it tasted, it was accompanied by some damping vibration.

In the above two structures, there is no change in the operating force when simulating the operation at the time of acceleration and deceleration, and the vibration at the time of centering is liable to remain and there is a problem in operability. Therefore, the present invention solves the above-mentioned problems, changes the operating force during acceleration and deceleration, and eliminates the damping vibration during centering as much as possible to improve the operability.

[0007]

In order to solve the above-mentioned problems, the present invention is constructed as follows, and its operability is improved. A throttle lever is rotatably attached to a mounting bracket, a swing arm is provided on the lower end side of the throttle lever at the neutral position, and a bearing is rotatably provided on either one of the lower end of the throttle lever and the upper end of the swing arm. On the other side, a substantially V-shaped cam, which is asymmetrical and has a short sloping surface, is fixed.

Further, a tensioner, which is an elastic member, is interposed between the lower end of the swing arm and a mounting bracket, the tensioner has a side surface fixed to either the swing arm or the mounting bracket, and the through shaft of the tensioner is the other. It is a fixed throttle lever simulation device.

[0009]

The operation of the above structure will be described. By tilting the throttle lever, an asymmetric V-shaped cam provided at the upper end of the swing arm or the lower end of the throttle lever slides on the other to slide the swing arm. To tilt and twist the tensioner, drag is applied to the throttle lever. Since the shape of the cam is asymmetrical here, the degree of inclination of the swing arm changes depending on the direction of rotation of the throttle lever, the tensioner twists accordingly, and the drag force transmitted to the throttle lever differs.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 (A) is a side view of a throttle lever unit of the present invention, and FIG. 1 (B) is a partially cutaway rear view of the same. Is. In the throttle lever unit 1, a throttle lever 4 is pivotally mounted on a rotating shaft 3 provided laterally on a mounting bracket 2 which is rectangular and has an open upper side. The throttle lever 4 is configured to be rotatable about the rotation shaft 3 in the front-rear direction by 30 degrees.

FIG. 2 is a perspective view of the tensioner, the swing arm portion, and the cam portion, which will be described with reference to FIG. A rectangular columnar rubber tensioner 5 is fixed to the bottom surface 2a of the mounting bracket 2 in parallel with the rotary shaft 3 by a rectangular bracket 6 along the side shape of the tensioner. A square lateral hole 5a is provided in the central axis of the tensioner 5 in the length direction.

A square shaft 7 having a rectangular side surface is formed in the lateral hole 5a.
Is inserted and fixed, and screws are cut on both sides of the square shaft 7, and the tensioner 5 is sandwiched by the swing arms 8 having a substantially elliptical shape from the left and right sides.
The square shaft 5a is screwed at the lower end of the. A bearing 9 is rotatably mounted on the upper end of the swing arm 8 in parallel with the rectangular shaft 7.

As shown in FIG. 1 (A), at the lower end of the throttle lever 4, there is a cam 1 having an inverted V-shaped cross section and asymmetrical in the front and rear direction.
No. 0 is attached, and the cam 10 has a V-shaped portion on the left side in the drawing, and one side of the V-shaped portion is missing midway.
Has become. When the throttle lever 4 is in the upright state, the bearing 9 rotatably provided on the upper end of the swing arm 8 is located at the V-shaped bottom of the cam 10. The throttle lever 4 is located above the cam 10 and has a rectangular column 4
The rotation shaft 3 is provided laterally, and the rotation shaft 3 is attached through the mounting bracket 2. A fan gear 11 having a fan opened downward is pivotally attached to one end on the front side of the rotating shaft. The fan gear 11 meshes with the gear 13 of the rotary shaft of the volume 12 mounted on the mounting bracket 2, and the rotary state of the throttle lever can be electrically detected by the volume 12.

The throttle lever 4 is provided with a horizontal shaft 14 in the same direction on the upper side of the rotary shaft 3 on the side surface of the rectangular column 4a. The horizontal shaft 14 is an arc-shaped elongated hole 2b opened in the mounting bracket 2. To the outside of the mounting bracket 2.
The horizontal shaft 14 can move in an arc shape in accordance with the rotation of the throttle lever. . A stationary shaft 15 is provided in parallel with the horizontal shaft 14 above the elongated hole 2b of the mounting bracket 2 at the neutral position of the throttle lever. The torsion spring 16 wound around the rotating shaft 3 holds the horizontal shaft 14 and the stationary shaft 15 and returns the neutral position to the neutral position when the throttle lever 4 rotates from the neutral position in the front-rear direction. It exerts power and is centering the throttle lever 4.

At positions where the throttle lever 4 is tilted 30 degrees back and forth, stoppers 17 are horizontally fixed to the mounting bracket 2, respectively, and when the throttle lever 4 is tilted, a rectangular column 4a is formed.
The sides of the abutment are in contact with each other so that they do not tilt further. The entire mechanism of the throttle lever unit is covered with an outer case 18 made of resin.

FIG. 3A shows a side view of the main part of the throttle lever unit, and FIG. 3B shows a rear view of the main part of the unit. At the lower end of the throttle lever 4, a cam 10 having an inverted V-shaped cross section and asymmetrical in the front-rear direction is attached. Has become.

When the throttle lever 4 is in the upright state, the bearing 9 rotatably provided on the upper end of the swing arm 8 is located at the V-shaped bottom of the cam 10. The tensioner 5 is fixed to the lower end of the swing arm 8 with a square shaft 5a by screws. Furthermore, the tensioner 5 has a rectangular bracket 6 that follows the shape of the tensioner.
Is fixed to the bottom of the mounting bracket along the rotating shaft 3.

In normal times, that is, when no external force is applied to the throttle lever 4, the tensioner 5 raises the swing arm 8 and the bearing 9 provided at the upper end of the swing arm causes the V-shaped bottom of the cam at the lower end of the throttle lever. It comes into contact with and works to erect the throttle lever.
Stoppers 17 are provided at the front and rear positions of the horizontal axis of the throttle lever 4, that is, at the positions inclined by 30 degrees in the front and rear directions of the rotary shaft 3.

FIG. 4A shows a front view in which the throttle lever is tilted rearward, which simulates a deceleration state. In this state, since the V-shaped peak of the cam 10 is high, the swing arm is not moved. The bearing 9 is pushed forward, and as a result, the square shaft 7 at the lower end of the swing arm rotates counterclockwise, and a force is applied to the rubber-made tensioner 5 in a direction to largely twist it. Since the side surface of the tensioner 5 is fixed by the tensioner bracket 6, the torsion of the tensioner 5 acts as a large reaction force on the throttle lever 4 and urges the tensioner 5 in the direction of returning to the neutral position. Since the tensioner is a rubber-like elastic body, the more the tilting the throttle lever, the greater the drag force.

Although not shown, a torsion spring 16 wound around the rotary shaft 3 holds the horizontal shaft 14 and the stationary shaft 15 and urges the throttle lever 4 in the centering direction. .

FIG. 4B shows a front view in which the throttle lever is tilted forward, which simulates an accelerating state. The portion 10a contacts the bearing of the swing arm, and
Since the swing arm is not tilted as much as in (A), the rectangular shaft 7 at the lower end of the swing arm rotates slightly clockwise, and the twist of the tensioner 5 is reduced. Therefore, the force applied to the throttle lever is not so large that it returns to the neutral position.
Similarly, the torsion spring provided on the rotating shaft 3 is also urged in the centering direction.

As described with reference to FIG. 4, since the twister of the tensioner becomes large in the hand of the operator who operates the throttle lever during deceleration operation, the throttle lever feels heavy, and conversely when the tensioner twists and decelerates during acceleration operation. It doesn't twist as much, so the throttle lever feels light.

In this embodiment, the side surface of the tensioner is fixed to the bottom surface of the mounting bracket and the square shaft is mounted on the swing arm side, but this relationship may be reversed. Further, although a substantially inverted V-shaped cam is provided at the lower end of the throttle lever and a bearing is provided at the upper end of the swing arm, these mounting positions may be reversed.

[0024]

With the above construction, the throttle lever unit uses a rubber tensioner in addition to the centering by a spring as in the prior art, and uses a rubber tensioner to accelerate damping due to vibration at the centering of the throttle lever. Furthermore, when operating the throttle lever, the tensioner
Since it moves through the cam, by making the cam asymmetric,
It is possible to change the operation feeling when the throttle lever is tilted to the acceleration side and the deceleration side respectively, the operation of the throttle lever is heavy during deceleration, and the operation is light during acceleration. As a result, it becomes possible to take in the feeling of real operation, and to provide a throttle lever simulation device in which the feeling of operation is significantly improved.

[Brief description of drawings]

FIG. 1 is a side view and a rear view of a throttle lever unit of the present invention.

FIG. 2 is a perspective view of a tensioner, a swing arm portion, and a cam portion.

FIG. 3 is a side view and a rear view of a main part of a throttle lever unit.

FIG. 4 is a front view in which a throttle lever is tilted rearward and forward.

FIG. 5 is an example of a conventional centering mechanism.

FIG. 6 is a second embodiment of the centering mechanism of the prior art.

[Explanation of symbols]

 1 ... Throttle lever unit 2 ... Mounting bracket 3 ... Rotating shaft 4 ... Throttle lever 5 ... Tensioner 6 ... Tensioner bracket 7 ... Square shaft 8 ... Swing arm 9 ... Bearing 10 ... Cam 11・ ・ ・ Fan gear 12 ‥ Volume 13 ‥‥ Gear 14 ‥ Horizontal axis 15 ‥ Stationary axis 16 ‥ Torsion spring 17 ‥ ‥ Stopper 18 ‥ Outer case

Claims (1)

[Claims] 1. A throttle lever is rotatably attached to a mounting bracket, a swing arm is provided on the lower end side of the neutral position of the throttle lever, and a bearing is provided on either the lower end of the throttle lever or the upper end of the swing arm. An asymmetric cam that contacts the bearing is fixed to the other side, and a tensioner of an elastic member is interposed between the lower end of the swing arm and a mounting bracket, and the tensioner has side surfaces on the swing arm and the mounting bracket. The throttle lever simulation device is characterized in that the through shaft of the tensioner is fixed to the other.