JPH08221146A - Operation device for vehicle - Google Patents

Abstract

PURPOSE: To provide a vehicle operation device which can be adjusted to an operation force matching a driver. CONSTITUTION: The operation lever 20 of the vehicle operation device 12 is made rotatable in the front-rear direction of a vehicle around a shaft part 18 to make possible braking operation by rotating the operation lever 20 forward and acceleration operation by rotating the operation lever 20 backward. The operation lever 20 is provided with a pin 42, which presses the piston 26 of an operation force adjusting cylinder 22 in a cylinder body 24. The operation force to the stroke of the piston 26 of the operation force adjusting cylinder 22 is adjustable, and consequently the front-rear directional operation force of the operation lever 20 can be adjusted to an operation force matching the driver.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle operating device,
In particular, the present invention relates to a vehicle operating device that controls an accelerator and a brake of a vehicle according to a moving amount of an operating lever.

[0002]

2. Description of the Related Art Conventionally, there is known an automobile equipped with a vehicle operating device for controlling an accelerator and a brake in accordance with the amount of movement of an operating lever, one example of which is JP-A-60-9293.
No. 6 publication.

As shown in FIG. 7, in this vehicle operating device, when the operation lever 90 is rotated rearward (in the direction of arrow R in FIG. 7) with the brake lock device released, the link 91 is inserted. The pedal operation plate 92 is rotated rearward. This rotational displacement is performed around the upper ends of the support arm 93 and the auxiliary arm 94. With the rearward rotation of the support arm 93, the accelerator pedal 95 is stepped on in the acceleration direction via the interlocking device 96. Further, when the operation lever 90 is rotated forward (in the direction of arrow F in FIG. 7), the accelerator pedal 95 is returned to its original position. Then, when the operating lever 90 is operated to rotate forward of the vehicle over a predetermined range, the pedal operating plate 92 causes the arm portion 98A of the brake pedal 98 to move.
The brake is operated by pressing and displacing.

[0004]

However, in this vehicle operating device, the operating force when operating the operating lever 90 rearward or forward of the vehicle is from the sliding resistance of each member and the rotating shaft to the operating portion. It is decided by the length etc. For this reason, it is difficult for a driver with a weak arm to operate.

In view of the above facts, an object of the present invention is to obtain a vehicle operating device capable of adjusting an operating force suitable for a driver.

[0006]

According to a first aspect of the present invention, an operating lever is attached to a main body of an operating device so as to be rotatable in a front-back direction, and an accelerator and a brake are controlled according to a moving amount of the operating lever. The vehicle operating device is characterized by including an operating force adjusting means for adjusting an operating force for each of the front and rear operations of the operating lever.

According to a second aspect of the present invention, a rack-and-gear mechanism in which an operation lever is attached to a main body of an operation device so as to be rotatable in a front-rear direction, and a front-rear operation stroke of the operation lever is changed to control amounts of an accelerator and a brake. And a gear ratio conversion means of this rack and gear mechanism.

The present invention according to claim 3 is the vehicle operating apparatus according to claim 1 or 2, characterized in that it has a direction indicating mechanism.

[0009]

In the vehicle operating device according to the present invention as set forth in claim 1, the operating force adjusting means adjusts the operating force of each of the front and rear operations of the operating lever in accordance with the operating force of the driver to suit the driver. It can be adjusted to the operating force.

In the vehicle operating device according to the second aspect of the present invention, the rack and gear mechanism can adjust the control amounts of the accelerator and the brake corresponding to the operation stroke at the time of operating the operating lever, which is suitable for the driver. The operation amount can be set.

In the vehicle operating device according to the third aspect of the present invention, the accelerator and the brake can be operated by the operating lever and the direction can also be instructed.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle operating device according to the present invention will be described with reference to FIGS.

In these figures, the arrow FR, which is shown appropriately, indicates the front side of the vehicle, and the arrow UP indicates the upper side of the vehicle.

As shown in FIG. 1, a vehicle operating device 12 is provided on a front console 10 which is provided in a vehicle width direction central portion of a vehicle compartment floor in the vehicle front-rear direction. The lever base 14 of the vehicle operating device 12 has a rectangular box shape that is long in the vehicle front-rear direction with the opening facing upward, and the bottom 14A is fixed on the front console 10 with bolts and nuts (not shown). ing.

As shown in FIG. 2, bolts 16 are installed on the left and right side wall portions 14B and 14C of the lever base 14, and the operation lever 20 is provided on the outer peripheral portion of the bolts 16.
A shaft portion 18 fixed to is rotatably provided.

As shown in FIG. 1, the operating lever 20 has a shaft 18 as a center of rotation, and the operating lever 20 is directed in the forward direction of the vehicle (arrow A in FIG. 1).
Direction) and the vehicle rearward direction (arrow B direction in FIG. 1). At the bottom portion 14A of the lever base 14,
An operating force adjusting cylinder 22 as an operating force adjusting means is provided.

As shown in FIG. 3, a small diameter portion 24B is formed at the tip of the base portion 24A of the cylinder body 24 of the operating force adjusting cylinder 22. A piston 26 is housed in the small diameter portion 24B of the cylinder body 24 so as to be movable in the axial direction of the cylinder body 24 (directions of arrow C and arrow D in FIG. 3). The tip portion 26A of this piston 26
Protrudes from a hole 28 formed in the end surface of the small diameter portion 24B of the cylinder body 24. Base 26B of piston 26
Has a diameter larger than that of the tip portion 26A, and abuts on the edge portion of the hole 28.

The end face 24 of the base 24A of the cylinder body 24
A female screw 24D is formed on the inner peripheral portion on the C side, and a large screw 30 is screwed into this female screw 24D. A through hole 32 having a female screw formed in the inner peripheral portion is formed at the center of the large screw 30, and a small screw 34 is screwed into the female screw of the through hole 32. A collar portion 34A is formed on the small screw 34. The collar portion 34A and the piston 2
6, a small spring 36 is inserted between the base 26B and the recess 26C formed on the end face of the base 26B.
Is urged in the protruding direction (the direction of arrow C in FIG. 3).

A ring 38 is provided in the base portion 24A of the cylinder body 24 in the axial direction of the cylinder body 24 (arrow C in FIG. 3).
Direction and arrow D direction). The base portion 38A of the ring 38 is inserted into the small diameter portion 24B of the cylinder body 24, and the base portion 26A of the piston 26.
It is possible to contact B. A flange portion 38B is formed at an end portion of the base portion 38A of the ring 38 on the large screw 30 side, and the flange portion 38B abuts the inner peripheral end surface 24C of the small diameter portion 24B. Further, a large spring 40 is inserted between the collar portion 38B and the large screw 30, and urges the ring 38 in the piston 26 direction (direction of arrow C in FIG. 3).

As shown in FIG. 6, the operating force with respect to the stroke of the piston 26 of the operating force adjusting cylinder 22 is proportional to the stroke L in the range L1 where the stroke L is small and only the small spring 36 is compressed. F is rising gently. Also, stroke L
In the range in which the piston 26 abuts the ring 38, that is, in the range L2 in which both the small spring 36 and the large spring 40 are compressed, the operating force F increases rapidly in proportion to the stroke L. Has become.

When the small screw 34 is moved in the axial direction, the length of the small spring 36 in the initial state (state of FIG. 3) changes, so that the initial operating force changes in the range of F1 and the range L1. Force F for stroke L at
The rate of increase of the operating force changes, and the operating force characteristic changes between the imaginary line and the solid line in FIG. Further, when the large screw 40 is moved in the axial direction, the length of the large spring 40 in the initial state (state of FIG. 3) changes, so that the operating force when the piston 26 contacts the ring 38 is in the range F2. In addition, the rate of increase of the operating force F with respect to the stroke L in the range L2 changes, and the operating force characteristic changes between the imaginary line and the solid line in FIG. Further, the small spring 36 and the large spring 40 can be easily replaced.

As shown in FIG. 1, the operating lever 2 is attached to the tip portion 26A of the piston 26 of the operating force adjusting cylinder 22.
The spherical head 42A of the pin 42 provided at the lower end of the pin 0 is in contact, and when the operation lever 20 is pressed in the direction of arrow A (brake direction), the spherical shape of the pin 42 is shown as shown by the imaginary line in FIG. The head portion 42A pushes the piston 26 into the cylinder body 24.

A similar operating force adjusting cylinder 22 is provided on the front side of the vehicle with the spherical head portion 42A of the pin 42 interposed therebetween. When the operating lever 20 is pressed in the direction of arrow B (accelerator direction). The spherical head portion 42A of the pin 42 pushes the piston 26 into the cylinder body 24.

Further, a stopper 46 is attached to the bottom portion 14A of the lever base 14, and the operating lever 20
Is rotated by a predetermined angle in the A direction of the arrow and the B direction of the arrow,
The pin 42 contacts the stopper 46 so that the operation lever 20 cannot rotate any further. The mounting position of the stopper 46 is movable in the front-rear direction, and the stroke of the operation lever 20 can be adjusted by moving the mounting position of the stopper 46 in the front-rear direction.

As shown in FIG. 4, a drive gear 50 is fixed to the shaft portion 18 and rotates together with the operating lever 20. A rack 52 that extends in the vehicle front-rear direction is disposed below the drive gear 50. The rack 52 rotates rearward (see FIG. 4) when the drive gear 50 rotates in the arrow A direction (brake direction). When the drive gear 50 rotates in the direction of arrow B (accelerator direction), the vehicle front (direction of arrow F in FIG. 4).
To move to.

Driven gears 54 and 56 are provided near both ends of the rack 52. When the rack 52 moves in the direction of arrow E, the driven gears 54 and 56 are driven by the drive gear 50.
The same direction, that is, the direction of arrow G in FIG. Also,
When the rack 52 moves in the direction of arrow F, the driven gear 54,
56 rotates in the same direction as the drive gear 50, that is, in the direction of arrow H in FIG.

A brake sensor 58 is connected to a shaft 54A of the driven gear 54, and an accelerator sensor 60 is connected to a shaft 56A of the driven gear 56. The brake sensor 58 and the accelerator sensor 60 are connected to each other. When the operation lever 20 rotates, the movable contact slides on the resistor.

Therefore, as shown in FIG. 5, the brake sensor 58 is operated according to the operation amount (rotation angle) of the operation lever 20.
Also, the accelerator sensor 60 has linear voltages V1 _TA and V2 _TA.
Is output.

As shown in FIG. 4, the cam 6 is attached to the shaft portion 18.
1 is fixed, and the convex portion 61A of the cam 61 is located downward when the operating lever 20 is in the upright position (position indicated by the solid line in FIG. 1). A brake switch 63 and an accelerator switch 65 are provided on both front and rear sides of the cam 61 with the convex portion 61A interposed therebetween. The brake switch 63 and the accelerator switch 65 are provided on the operating lever 20.
When is rotated, each actuator is pressed against the convex portion 61A of the cam 61, and as shown in FIG.
/ W and S2 / W are output to the control circuit.

The shaft 54A of the driven gear 54 and the shaft 56A of the driven gear 56 can be moved together with the brake sensor 58 and the accelerator sensor 60 in the mounting position in the direction of coming into contact with and separating from the rack 52, respectively. Therefore, the driven gears 54 and 56 can be replaced with gears having different numbers of teeth. Therefore, even when the stroke of the operating lever 20 is changed by a method described later, the driven gears 54 and 56 are replaced with gears having different numbers of teeth (sizes) in accordance with the change in the stroke, whereby the operation is performed. It is possible to prevent the output characteristic (FIG. 5) of each sensor from changing with respect to the stroke of the lever 20.

Further, the switch signals S1 / W and S2 / W
Is off when the operation amount of the operation lever 20 is small, that is, in the initial region of the operation, the switch signal S1 /
The control circuit detects the start of the brake operation of the operation lever 20 and the start of the accelerator operation by W and S2 / W and the linear voltages V1 _TA and V2 _TA . Therefore, based on this detection, it is determined whether the operating lever 20 is on the brake operating side or the accelerator operating side. If it is on the brake operating side, the accelerator control is turned off, that is, the throttle is fully closed, and the brake control is performed. It has become a priority. Also,
When the operation lever 20 is on the accelerator operation side, the accelerator operation is prioritized.

As shown in FIG. 1, the operating lever 20 is
An upper lever 62 that constitutes the upper part of the operation lever 20,
An under lever 64 that constitutes the lower part of the operating lever 20,
It is composed of A pair of parallel wall portions 64 are provided at an upper portion of the shaft portion 18 of the under lever 64 at intervals in the vehicle longitudinal direction.
A and 64B are formed, and these parallel wall portions 64 are formed.
A bolt 66 is installed on A and 64B. A shaft portion 68, which is fixed to the lower end portion of the upper lever 62 and constitutes a part of a direction indicating mechanism, is rotatably provided on the outer peripheral portion of the bolt 66.

As shown in FIG. 2, the upper lever 62 has a shaft portion 68 as a center of rotation, and the upper lever 62 is in the rightward direction of the vehicle (arrow J in FIG.
Direction) and the vehicle width left direction (arrow K direction in FIG. 2). In the vicinity of the lower portion of the upper lever 62, a pin 62 forming a part of a direction indicating mechanism directed rightward in the vehicle width direction.
A is erected. Above and below the pin 62A, winker switches 70 and 72, which form a part of the direction indicating mechanism, are disposed, and these winker switches 70 and 72 are located on the right side surface 64C of the under lever 64 in the vehicle width direction. It is fixed to. Therefore, as shown by the phantom line in FIG. 2, when the upper lever 62 is rotated to the left, the pin 6
The turn signal switch 70 is pressed by 2A, the turn signal on the left side of the vehicle blinks, and when turning to the right, the turn signal switch 72 is pushed by the pin 62A and the turn signal on the right side of the vehicle blinks.

The upper lever 62 is biased toward the center position (the position indicated by the solid line in FIG. 2) in the vehicle width direction by a spring (not shown) as a biasing means. Therefore, when the operating force of the upper lever 62 is weakened, the upper lever 62 returns to the center position in the vehicle width direction, but the left or right turn signal blinks continuously. In addition, these blinkers are used when the stearin is returned to the original state, or when the upper lever 6 is used again.
When 2 is rotated to the left or right and the winker switch 70 or the winker switch 72 is pressed by the pin 62A, it is turned off.

An operation knob 74 is attached to the upper end of the upper lever 62. The operation knob 74 includes a grip portion 74A extending in the vehicle width direction and a cylindrical mounting portion 74B formed at the lower center of the grip portion 74A in the longitudinal direction. The mounting portion 74B has an upper end portion of the upper lever 62. 62A
Has been inserted. In addition, the upper end portion 6 of the upper lever 62
2A is provided with a plurality of screw holes 76 at predetermined intervals in the vertical direction, and the grip portion 74A of the operation knob 74 is formed.
The hole 78 formed on the upper side of the upper lever 6 is fitted with one of the screw holes 76, and the operation knob 74 is moved by the screw 80.
It is designed to be fixed at 2. Therefore, by changing the screw hole 76, the distance between the grip portion 74A of the operation knob 74 and the rotation center of the upper lever 62 can be changed.

The pressing portion 82A of the push button switch 82 projects from the right end surface 74C of the grip portion 74A of the operation knob 74 in the vehicle width direction. By pressing the pressing portion 82A, the accelerator lock and the brake are released. It can be locked.

As shown in FIGS. 1 and 2, the main body of the vehicle operating device 12 including the above mechanism is covered with a cover 86.

Next, the operation of this embodiment will be described. In the vehicle operating device of the present embodiment, when the driver moves the operating lever 20 forward of the vehicle by the arm force (direction of arrow A in FIG. 1), the drive gear 50 shown in FIG. The rack 52 moves toward the front of the vehicle (direction of arrow E in FIG. 4), and the driven gear 54 rotates in the same direction as the drive gear 50, that is, the direction of arrow G in FIG. As a result, the movable contact of the brake sensor 58, which is connected to the shaft 54A of the driven gear 54, slides on the resistor, and as shown in FIG. 5, the operation amount (rotation angle) of the operation lever 20.
Accordingly, the brake sensor 58 outputs the linear voltage V1 _TA . When the operation lever 20 rotates, the brake switch 63 outputs the switch signal S1 / W to the control circuit. Therefore, the accelerator control is turned off, the brake control is prioritized, and the braking force becomes stronger according to the magnitude of the linear voltage V1 _TA .

On the other hand, the driver uses the arm force to operate the operation lever 2
When 0 is moved to the rear of the vehicle (direction of arrow B in FIG. 1), the drive gear 50 shown in FIG. 4 rotates together with the shaft portion 18 in the direction of arrow B (accelerator direction), and the rack 52 moves forward of the vehicle (arrow in FIG. 4). The driven gear 56 moves to the driving gear 5 in the F direction).
It rotates in the same direction as 0, that is, in the direction of arrow H in FIG. As a result, the movable contact of the accelerator sensor 60, which is connected to the shaft 56A of the driven gear 56, slides on the resistor, and as shown in FIG. 5, the accelerator is moved according to the operation amount (rotation angle) of the operation lever 20. The sensor 60 outputs a linear voltage V2 _TA . Further, when the operation lever 20 rotates, the accelerator switch 65 outputs the switch signal S2 / W to the control circuit. Therefore, the accelerator control has priority, and the accelerator is controlled according to the magnitude of the linear voltage V2 _TA .

Here, the small screw 34 of the operating force adjusting cylinder 22 is moved in the axial direction (arrow C direction or arrow D direction in FIG. 3).
Moving to, the length of the small spring 36 in the initial state (state of FIG. 3) changes, so the initial operating force changes in the range of F1 and the increase rate of the operating force F with respect to the stroke L in the range L1. Changes, and the operating force characteristic changes between the imaginary line and the solid line in FIG. Further, when the large screw 40 is moved in the axial direction, the length of the large spring 40 in the initial state (state of FIG. 3) changes, so that the operating force when the piston 26 contacts the ring 38 is in the range F2. And the rate of increase of the operating force F with respect to the stroke L in the range L2 changes, and the operating force characteristic changes between the imaginary line and the solid line in FIG. Therefore, by the small screw 34 and the large screw 40 of the operation force adjusting cylinder 22, the operation force of each of the front and rear operations of the operation lever 20 can be adjusted separately according to the driver's arm force, and the brake operation suitable for the driver can be performed. Adjustable to force and accelerator operation force.

Also, by replacing the small spring 36 and the large spring 40 with springs having different spring constants, the operating force F for the stroke L can be adjusted to the driver.

Further, in the vehicle operating device of this embodiment, when the operation knob 74 is fixed to the upper lever 62 by the screw 80, the screw hole 76 is replaced so that the grip portion 74A of the operation knob 74 and the upper lever 62 are replaced. The distance from the center of rotation can be changed, whereby the stroke of the operation lever 20 can be adjusted to an operation amount suitable for the driver. Further, the stroke of the operation lever 20 can be adjusted to an operation amount suitable for the driver by moving the mounting position of the stopper 46 in the front-rear direction. When the stroke of the operating lever 20 is adjusted, the output characteristics (FIG. 5) of each sensor with respect to the stroke of the operating lever 20 change, so that the driven gear 5 changes according to the change in the stroke of the operating lever 20.
Replace 4 and 56 with gears with different numbers of teeth, and operate lever 2
The output characteristics (Fig. 5) of each sensor with respect to the stroke of 0 should not change. As a result, the stroke of the operating lever 20 is always 100%, and each predetermined sensor output can be obtained.

Further, in the vehicle operating device of this embodiment, when the driver turns the upper lever 62 of the operating lever 20 to the left in the vehicle width direction (direction of arrow K in FIG. 2), the winker switch 70 is operated by the pin 62A. When the turn signal is pressed, the turn signal on the left side of the vehicle blinks, and when the turn signal is turned in the right direction of the vehicle width (direction of arrow J in FIG. 2), the turn signal switch 72 is pushed by the pin 62A, and the turn signal on the right side of the vehicle blinks. It should be noted that these winkers are used when the stearin returns to the original state, or when the upper lever 62 is rotated again to the left or right, and the winker switch 70 or the winker switch 72 is rotated by the pin 62A.
When is pressed, it goes out. Therefore, the operating lever 2
With 0, the accelerator and the brake can be operated, and the direction can be instructed.

In the vehicle operating device of this embodiment, as shown in FIG. 1, when the operation lever 20 is rotated forward of the vehicle, a brake operation is performed, and the operation lever 20 is rotated rearward of the vehicle. In this case, the accelerator operation is performed, but instead of this, the accelerator operation may be performed when the operation lever 20 is rotated forward of the vehicle, and the brake operation may be performed when the operation lever 20 is rotated rearward of the vehicle.

[0045]

According to the present invention, the operating lever is attached to the body of the operating device so as to be rotatable in the front-rear direction, and the accelerator and the brake are controlled according to the movement amount of the operating lever. Since the operation force adjusting means for adjusting the operation force is provided for each of the front and rear operations of the operation lever, there is an excellent effect that the operation force can be adjusted to suit the driver.

According to a second aspect of the present invention, there is provided a rack-and-gear mechanism in which an operation lever is attached to a main body of an operation device so as to be rotatable in a front-rear direction, and a front-rear operation stroke of the operation lever is changed to control amounts of an accelerator and a brake. Since the gear ratio converting means of the rack and gear mechanism is provided, there is an excellent effect that the operation amount suitable for the driver can be set.

In addition to the effect of claim 1 or claim 2, the present invention according to claim 3 is the vehicle operation device according to claim 1 or claim 2 in which the vehicle operation device has a direction indicating mechanism. Also, it has an excellent effect that the direction can be indicated by the operation lever.

[Brief description of drawings]

FIG. 1 is a side sectional view showing a vehicle operating device according to an embodiment of the present invention.

FIG. 2 is a sectional view taken along line 2-2 of FIG.

3 is a cross-sectional view taken along line 3-3 of FIG.

FIG. 4 is a perspective view of a main part of the vehicle operating device according to the embodiment of the present invention, which is viewed obliquely from the front of the vehicle.

FIG. 5 is a graph of output voltage characteristics of the brake sensor and the accelerator sensor of the vehicle operating device according to the embodiment of the invention.

FIG. 6 is a graph showing the relationship between the stroke and the operating force of the operating force adjusting cylinder of the vehicle operating device according to the embodiment of the present invention.

FIG. 7 is a perspective view showing a vehicle operating device according to a conventional example.

[Explanation of symbols]

 12 Vehicle Operating Device 18 Shaft 20 Operating Lever 22 Operating Force Adjusting Cylinder (Operating Force Adjusting Means) 50 Drive Gear 52 Rack 54 Driven Gear 56 Driven Gear 58 Brake Sensor 60 Accelerator Sensor 62 Upper Lever 64 Under Lever 68 Shaft (Direction) 62A pin (direction indicating mechanism) 70 blinker switch (direction indicating mechanism) 72 blinker switch (direction indicating mechanism)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Isao Shimazu 4-14-24 Imamotocho, Anjo City, Aichi Prefecture All-man Industries Co., Ltd. All-purpose Industry Co., Ltd.

Claims (3)

[Claims] 1. A vehicle operating device in which an operating lever is attached to a main body of an operating device so as to be rotatable in a front-rear direction, and an accelerator and a brake are controlled according to a moving amount of the operating lever. An operating device for a vehicle, comprising an operating force adjusting means for adjusting an operating force. 2. A rack-and-gear mechanism for mounting an operation lever rotatably in a front-rear direction on a main body of an operation device and changing a front-rear operation stroke of the operation lever to an accelerator and brake control amount, and this rack-and-gear mechanism. And a gear ratio converting means for the vehicle. 3. The vehicle operating device according to claim 1, further comprising a direction indicating mechanism.