JPH0840101A - Operating physical force adjusting device of driving operation equipment - Google Patents

Abstract

PURPOSE:To provide an-operating physical force adjusting device of driving operation equipment capable of producing the most favourable operating physical force suitable for human sensibility even when various elements of a driver and a travelling condition change. CONSTITUTION:This is an operating physical force adjusting device to adjust operating physical force of an operating part 13 of driving operation equipment to change a condition of an automobile by operation of a driver. Consequently, it has an operating physical force adjusting means 55 to change operating physical force of the operating part 13, an operating physical force detection means 56 to detect the operating physical force of the operating part 13 and an operating physical force decision means 57 to drive the operating physical force adjusting means 55 in accordance with a manipulated variable by deciding the operating physical force of the operating part 13 in accordance with at least two elements of a mental element and a physical element of the driver and a travelling element of the automobile and finding the manipulated variable from the decided operating physical force and the operating physical force detected by the operating physical force detection means 56.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is for adjusting the operating force of driving operation equipment such as accelerators, pedals such as brakes, shift devices for transmissions, various switches, etc. to an optimum value that is suitable for human senses. The present invention relates to an operation force adjusting device for a driving operation device.

[0002]

2. Description of the Related Art FIG. 16 shows a shift device 1 of a transmission similar to that described in JP-A-2-256523.
In the figure, an automatic transmission 5 directly connected to the engine 3
The shift range is switched according to the rotating position of the manual lever 7. On the other hand, the shift device 1 includes a shift controller 9, an operation unit 13 connected to the shift controller 9 and arranged around the steering wheel 11, and an actuator 15 connected to one end of the manual lever 7. ing. Controller 9
An inhibitor switch 17 for detecting the turning position of the manual lever 7, a vehicle speed sensor 19, and a throttle opening sensor 21 are connected to the. Further, an ignition switch 23 and a brake actuation sensor 25 are connected to the shift controller 9.

As shown in FIG. 17, the operating section 13 is supported by an operating section pedestal 29 via a pair of links 27a and 27b. The operation portion pedestal 29 is supported by the steering column. A support block 31 is attached to the operation body 14 of the operation unit 13. This support block 3
One end of each of the links 27a and 27b is connected to 1 via a pin 33 so as to be capable of relative rotation in the vertical direction.
The other ends of the links 27a and 27b are supported by the operation part pedestal 29 via ball-shaped pivots 35, respectively.

An arm 37 extends from the end of one link 27a. This arm 37 and the operation part base 2
An operation force generation unit 39 that generates an operation force and locks the operation unit 13 in each shift range is provided between the control unit 9 and the control unit 9. The operating force generator 39 positions the position of the operating body 14 at positions corresponding to the shift positions P, R, N, D, 3, 2, 1. An arcuate surface 41 that is curved in the up-down direction and the front-rear direction about the pivot 35 is formed in the operation portion pedestal 29. A check ball 43 is arranged at the tip of the arm 37. The check ball 43 is constantly urged toward the arc surface 41 by the spring 45. In this case, the operating force of the operating portion 13 is generated by the spring 45, the check ball 43, and the arc surface 41.

A fan-shaped plate 47 is connected to the operating portion pedestal 29 side of the other link 27b, and six pairs of A contacts 49 centering on the pivot 35 are fixed to the fan-shaped plate 47.
While the operation unit 13 is positioned as described above,
As the operation pitch is operated, the B contacts 51 provided on the operation part pedestal 29 are sequentially brought into contact with the corresponding pair of A contacts 49.

In this shift device 1, the spring 45,
The shift range can be easily switched by operating the operation unit 13 in which a constant operation force is generated by the check ball 43 and the arcuate surface 41 by the operation of the fingertip while the driver holds the steering wheel 11. You can do it.

[0007]

However, in the shift device 1 described above, the operating force of the operating portion 13 is constant, and the mental state of the driver, the physical condition, or the running state of the vehicle changes. On the other hand, it was hard to say that the operation force that matches the human sense is being generated.

That is, the mental state of the driver is not always constant, and the driver is nervous when the speed is high or when driving on a busy road. When you are driving on a vacant road late, there is plenty of room and the tension is low. In this case, even if the operating force of the operating unit is constant, the driver may feel heavier or lighter depending on the mental state of the operating driver.

Further, even if the driver has the same operating force under the physical condition of the driver, for example, a person having a large physique feels that the operating force of the operating portion is light, and conversely, a person having a small physique has an operating force. Feels heavy.

Further, even in the case of a person with a large physique, as described above, when the person is nervous and when there is a margin,
Even if the operating section with the same operating force is operated, the feeling of the operating force at that time feels different.

Further, depending on the running state of the automobile, there are times when the frequency of shift operations is high and times when the frequency of shift operations is low. For example, the frequency of the shift operation is different when the vehicle is traveling on a highway and when it is traveling on a winding road or a road with a lot of ups and downs. For this reason, even if the operating section with the same operating force is operated, it feels heavier due to the frequency of shift operations,
I feel light.

As described above, even if the operating force of the operating portion 13 is constant, when the driver's various factors and the running state change, the driver feels heavier or lighter and does not match the human sense, and the optimum operation is performed. It cannot be operated by force.

Accordingly, the present invention has an object to provide an operation force adjusting device for a drive operation device, which can generate an optimum operation force suitable for a human sense even if the driver's various factors and running conditions change. And

[0014]

In order to achieve the above object, the invention according to claim 1 is an operation force adjustment for adjusting an operation force of an operation portion of a driving operation device operated by a driver to change a state of an automobile. The device is an operation force adjusting unit that changes the operation force of the operation unit, an operation force detection unit that detects the operation force of the operation unit, a mental factor of the driver, a physical factor,
The operating force of the operating unit is determined in accordance with at least two factors of the traveling factor of the automobile, the adjustment amount is obtained from the determined operating force and the operating force detected by the operating force detection means, and the adjustment amount is determined according to the adjustment amount. And an operating force determining means for driving the operating force adjusting means.

The invention according to claim 2 is the invention according to claim 1, characterized in that the operation part of the driving operation device is an operation part for changing the position of the transmission.

The invention according to claim 3 is the invention according to claim 1, wherein the mental factor is determined according to the vehicle speed, the traveling time, and the number of times the brake is operated per unit time. .

The invention according to claim 4 is the invention according to claim 1, wherein the physical factor is determined in accordance with the height and weight of the driver and the state of the upper limb when operating the operating portion. It has a feature.

The invention according to claim 5 is the invention according to claim 1, further comprising an operation stroke adjusting means for adjusting an operation stroke of an operation portion of the driving operation equipment, and the operation force determined by the operation force determining means. The operating stroke is determined so that the product of the operating stroke of the operating section and the operating stroke of the operating section becomes a constant value, and the operating stroke adjusting means is driven.

The invention according to claim 6 is the invention according to claim 5, wherein the operation stroke adjusting means moves the rotary support member for rotatably supporting the operation lever of the operation part and the rotary support member. It is characterized by comprising a rotation center adjusting member for changing the rotation center of the operation lever, and a drive means for driving the rotation center adjusting member.

[0020]

According to the first aspect of the present invention, the operating force determining means determines the operating force of the operating portion in accordance with at least two factors of the driver's mental factor, physical factor, and vehicle driving factor. Further, the operating force determining means obtains the adjustment amount from the determined operating force and the operating force detected by the operating force detecting means,
The operation force adjusting means is driven according to the adjustment amount. As a result, it is possible to generate an operation force of the operation unit that matches a human sense according to at least two factors of the driver's mental factor, physical factor, and vehicle driving factor.

According to the second aspect of the present invention, the operating force of the operation portion for changing the position of the automatic transmission is adjusted in accordance with at least two factors of the driver's mental factor, physical factor and automatic driver's driving factor. The operating force determination means determines. Then, an adjustment amount is obtained from the operation force detected by the operation force detection unit and the operation force determined by the operation force determination unit, and the operation force determination unit drives the operation force adjustment unit according to the adjustment amount.

According to the third aspect of the invention, the mental force of the driver is determined by the operating force determining means according to the vehicle speed, the traveling time, and the number of times the brake is operated per unit time. That is, the faster the vehicle speed, the more nervous the driver is, and the greater the mental load becomes. Also, the longer the running time, the more strained the driver becomes and the more mentally burdened the driver becomes. Furthermore, when the number of times the brake is applied per unit time increases, it indicates that the traffic density is high, that is, the vehicle is traveling on a busy road. If the traffic density becomes high, the driver will be nervous and will have a heavy mental burden. From such conditions, the driver's mental factor is determined, and the operating force of the operating unit is determined.

According to the fourth aspect of the present invention, the physical requirements of the driver are determined according to the height and weight of the driver and the state of the upper limbs when operating the operating portion. That is, the higher the height, the greater the maximum exertion force of the driver. Moreover, the heavier the weight, the greater the maximum exertion of the driver. In addition, when the upper limb condition is calculated from the wrist angle, if the wrist angle is large, it indicates that the driver is sitting in a comfortable posture with his / her hips shifted to the front side of the seat, and the driver can sit on the seat in a comfortable posture. Therefore, the maximum exertion power becomes smaller. If the angle of the wrist is small, it means that the driver is seated behind the seat in a leaned posture, and the maximum exertion power is increased. From these conditions, the physical factors of the driver are obtained, and the operating force of the operating unit is determined.

According to the fifth aspect of the present invention, the operation force of the drive operation device is set to the optimum operation force according to at least two factors of the driver's mental factor, physical factor, and traveling factor, and the operation is performed. The operation stroke is adjusted by the operation stroke adjusting means for adjusting the operation stroke of the section. In this case, the operation stroke is changed so that the product of the optimum operation force and the operation stroke, that is, the amount of exercise operated by the driver is constant.

According to the sixth aspect of the invention, the rotation center adjusting member is driven by the driving means to move the rotation supporting member, whereby the rotation center of the operation lever is changed and the operation force is changed. At the same time, the operation stroke of the operation lever can be adjusted.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an operation force adjusting device for a driving operation equipment according to the present invention will be described below.

First Embodiment The first embodiment is an example in which the present invention is applied to the shift device of the automatic transmission shown in FIG. FIG. 1 shows the configuration of an operation force adjusting device according to the present invention. The operation force adjustment device 53 includes an operation force adjustment unit 55 that changes the operation force of the operation unit 13, an operation force detection unit 56 that detects the operation force of the operation unit 13, a mental factor and a physical factor of the driver, The operating force of the operating unit is determined in accordance with at least two factors of the driving factors of the automobile, the adjustment amount of the operating force is obtained from the determined operating force and the operating force detected by the detecting means 56, and the adjustment amount is determined according to the adjustment amount. And an operating force determining means 57 for driving the operating force adjusting means 55.

As shown in FIG. 2, the operating force adjusting means 55 comprises an operating force adjusting member 59 and a drive section 61 for driving the operating force adjusting member 59. Operating force adjusting member 59
Is a plate-like shape having a plurality of semicircular cutouts 63, 63, 63, and is laid on the operating portion pedestal 29 on which the arcuate surface 41 of the operating force generating portion 39 is formed. The plurality of notches 63 are formed at intervals equal to the pitch of the grooves 67, 67, 67 provided at each position (P, R, N, D) of the operation portion pedestal 41. Then, with the notch 63 positioned in the groove 67, the operating force adjusting member 59 is moved in the left-right direction (arrow a in FIG. 2).
Direction) to change the depth of the groove 67, the operating force generated by the operating force generator 39 changes.

That is, in the state where the operating force adjusting member 59 has moved to the side opposite to the spring 45 (the position indicated by the solid line A), the depth of the groove portion 67 becomes deep, and the engagement amount of the check ball 43 with the groove portion 67 becomes large. growing. For this reason, the amount by which the check ball 43 rides over the ridge 67a between the groove 67 and the groove 67 becomes large, so that the operation force of the operation unit 13 becomes large.

The operating force adjusting member 59 is attached to the spring 4
In the state in which the check ball 43 is moved to the 5 side (the position shown by the dotted line B), the amount of engagement of the check ball 43 with the groove 67 is small. For this reason, the amount by which the check ball 43 rides over the mountain portion 67a becomes small, so that the operating force of the operating portion 13 becomes small.

The drive unit 6 to which the operating force adjusting member 59 is connected.
Reference numeral 1 is composed of a motor, a solenoid, and the like. The drive unit 61 is connected to the control unit 69 of the operating force determination means 57 and its drive is controlled. In addition, the operation force adjusting member 5
A position detector 56 as an operation force detecting means is arranged on the operation portion pedestal 29 on the side of 9. Position detector 56
Is connected to the control unit 69 of the operating force determination means 57. Then, the position detector 56 is used to operate the operation force adjusting member 5.
By obtaining the position of 9, the operating force generated by the operating unit 13 is obtained.

The operating force determining means 57 includes a control unit 69 and a plurality of detectors (vehicle speed detector 7) connected to the control unit 69.
1, travel time detector 73, presence / absence detector 7 of brake travel
5, a seat position detector 77, a weight detector 79, a seat angle detector 81, a steering position detector 83, a shift position detector 93, a steering operation presence / absence detector 95, and an engine speed detector 97). This control unit 69
Are the detectors 71, 73, 75, 77, 79, 81, 8
The operation force coefficients K1 to K10 are respectively obtained from the relations between the detection results from 3, 93, 95 and 97 and the preset and stored mental factors, physical factors and running factors.

The vehicle speed detector 71 also serves as a vehicle speed sensor for displaying a speedometer of an automobile, for example. The travel time detector 73 is a detector that starts measuring time when the automobile starts running and stops measuring when the automobile stops. In addition, the brake running presence detector 7
For 5, for example, an ON / OFF signal of a brake lamp that lights up when the brake is depressed can be used.

The seat position detector 77 detects the position of the seat by detecting the position of the seat cushion in the front-rear direction of the vehicle body. As the weight detector 79, a strain gauge embedded in a seat cushion is used.

The above-mentioned operating force coefficients K1 to K10 are proportional constants obtained according to the respective factors described below, and are finally multiplied to obtain the total operating force coefficient K.

Each factor will be described below.

<Psychological Factor> The mental factor is determined according to the vehicle speed, the traveling time, and the number of times the brake is depressed per unit time. As shown by the solid line in FIG. 3A, the driver's mental burden (tension) increases in proportion to the vehicle speed, and the faster the vehicle speed, the driver's mental burden (tension) increases. . From this relationship, the control unit 69 obtains the operating force coefficient (indicated by the dotted line in the figure) K1 as a value that is inversely proportional to the degree of tension with respect to the vehicle speed.

Further, as shown in FIG. 3B, the driver's mental burden (tension) increases in proportion to the traffic density,
When driving on a busy road with a high traffic density, the driver's mental burden (tension) increases. From this relationship, the control unit 69 obtains the operating force coefficient K2 as a value that is inversely proportional to the degree of tension with respect to the traffic density. In this case, the traffic density is proportional to the number of times the brake is depressed per unit time, as shown in FIG. 3 (d), and indicates that the traffic density increases as the number of times the brake is depressed increases. Therefore, the number of times the brake is depressed per unit time can be obtained from the detection result of the brake operation presence / absence detector 75, and the traffic density proportional to this number can be obtained.

Further, as shown in FIG. 3 (c), the driver's mental burden (tension) increases in proportion to the running time, and as the running time increases, the driver's tension increases. .
From this relationship, the control unit 69 obtains the operating force coefficient K3 as a value inversely proportional to the degree of tension with respect to the traveling time.

<Physical Factor> The physical factor is determined according to the height and weight of the driver and the state of the upper limbs when operating the operating portion. As shown in FIG. 4A, the power (maximum exertion power) that the driver can exert is stronger as the height is higher. This is because the larger the size of each part is, the easier it is to operate, and the higher the height, the greater the force that the driver can exert. From this relationship, the control unit 69 obtains the operating force coefficient K4 as a value proportional to the height. In this case, the height of the driver is seat 8
If it is proportional to the slide position L of 5, it can be obtained from the detection result of the sheet position detector 77. That is, as shown in FIG. 5, when the driver 89 moves the position of the seat 85 in the front-back direction according to his / her physique, the moved position is detected by the seat position detector 77, and the driver 89 is detected based on this detection result. Height is required.

As shown in FIG. 4 (b), the driver 8
The power (maximum exertion power) that 9 can exert is stronger as the weight is heavier. The heavier the body, the stronger the muscle strength.
From this relationship, the control unit 69 obtains the operating force coefficient K5 proportional to the weight.

Further, as shown in FIG. 4C, the force (maximum exertion force) that the driver 89 can exert is weaker as the wrist angle is larger. That is, the force that can be exerted is larger when the wrist is closer to the straight line than the forearm. From this relationship, the control unit 69
An operation force coefficient K6 inversely proportional to the wrist angle is obtained. As shown in FIG. 6, the wrist angle θ is determined by the driver 8 with respect to the horizontal line S.
From the angle θ2 of the forearm 89a of 9 to the horizontal line S of the line connecting the steering wheel 11 and the operating portion 13
Calculated as the difference from 1. The angle θ2 of the forearm 89a with respect to the horizontal line S is the height θ of the driver 89 obtained by the above method and the angle θ3 with respect to the vertical direction of the seat back 91 (FIG. 5).
The position of the shoulder 89b of the driver 89 is estimated from the above) and the position of the shoulder 89b and the size of the upper arm 89c and forearm 89a proportional to the height and the positional relationship of the steering wheel 11 are obtained.

<Driving Factors> The driving factors are vehicle speed, rotation speed,
It is determined according to the sports driving degree. As shown in FIG. 7A, the necessity of operating the operation unit 13 is determined from the vehicle speed. That is, when the vehicle speed is low, the need for the shift operation is high, but when the vehicle speed is high, the need for the shift operation is low. The relationship between the necessity of this shift operation and the vehicle speed is obtained as an operation force coefficient K7.

Further, as shown in FIG. 7B, the necessity of shifting up (for example, the first speed to the second speed) is determined from the engine speed. In other words, when the engine speed is low, there is a high need for upshifting, and up to a certain speed, the need for upshifting decreases. However, after a certain number of speeds, there is a need for upshifting. Get higher The relationship between the necessity of this shift-up and the number of rotations is obtained as the operating force coefficient K8.

Further, as shown in FIG. 7C, the necessity of downshifting (for example, 2nd speed to 1st speed) is determined from the engine speed. That is, when the engine speed is low, the downshift is highly necessary, but when the engine speed is high, the downshift is less necessary. The relationship between the necessity of this downshift and the rotation speed is obtained as an operating force coefficient K9.

As shown in FIG. 7D, shift up,
The necessity of down is determined from the sports driving rate. For the sports running degree, the number of steering operations per unit time is substituted, and if the number of steering operations per unit time is large, sports running is assumed. Further, if the sporty running degree is high, that is, the sporty running state is large, the necessity of shifting up and down is high.
The relationship between the necessity of upshifting and downshifting and the sports running degree is obtained as an operating force coefficient K10.

Next, the procedure by which the operating force determining means 57 determines the optimal operating force of the operating portion 13 in accordance with the driver's mental factor, physical factor, and vehicle driving factor will be described.

The flowchart shown in FIG.
However, the operation force coefficients K1 to K10 are obtained from mental factors, physical factors, and traveling factors, finally the total operation force coefficient K is obtained, and the driving unit 61 is driven based on this total operation force coefficient K. Show.

When the driver 89 sits on the seat 85, adjusts the seat position and the angle of the seat back 91 according to his / her physique, and places his hand on the steering wheel 11, the seat position detector 77 and the seat angle detector 81 The steering position detector 83 detects a seat position, a seat angle, and a steering position, and in step S1, the driver's height and upper arm angle θ2 are estimated from the detection results, and
The weight is calculated from the weight detector 79.

Next, from the height and weight of the driver obtained in step S2, the operating force coefficient K shown in FIGS. 4 (a) and 4 (b) is obtained.
4, K5 is required. Further, in step S3, the wrist angle θ (θ2-θ) is calculated from the position of the steering wheel 11.
1) is estimated, and in step S4, the operating force coefficient K6 is calculated according to FIG.

When the vehicle is started by starting the engine, in step 5, the shift position, vehicle speed, rotation speed,
The number of times the brake is stepped on per unit time and the number of times the steering operation is performed are read. Next, in step S6, as shown in FIG.
The operation force coefficients K1 to K3 shown in (a), (b), and (c) are obtained. Furthermore, FIG. 7 (a), (b), (c),
The operation force coefficients K7 to K10 shown in (d) are obtained. Then, in step 7, the total operating force coefficient K is obtained by multiplying the obtained operating force coefficients K1 to K10.

Next, in step S8, the optimum operating force of the operating portion 13 is obtained based on the total operating force coefficient K, and the position of the operating force adjusting member 59 for obtaining this operating force is obtained. In step 9, the difference (adjustment amount) between the current position of the operation force adjusting member 59 and the position where the optimum operation force is obtained is obtained. The drive unit 61 is driven according to the adjustment amount obtained in step 10. Thereby, the operation force adjusting member 5
9 moves to a position where the operation unit 13 generates an optimum operation force. Then, when the automobile is running, step 3 and subsequent steps are repeatedly executed to repeatedly obtain the total operating force coefficient K, the optimal operating force is obtained from the total operating force coefficient K, and the optimal operating force is obtained. Drive unit 6 as obtained
1 is driven to move the operation force adjusting member 59.

Therefore, while the automobile is running, the operating force generated by the operating section 13 is constantly changed by repeatedly executing the above procedure, and the optimal operating force according to each factor is generated.

According to the present embodiment, even if the driver's various factors change, the operating section can generate an operating force that matches the human sense.

In the above embodiment, the operating force coefficients K1 to K10 were obtained from the mental, physical, and running factors, and the optimum operating force was obtained. However, the operating force coefficients are determined from at least two factors. The optimum operating force may be obtained.

In the above embodiment, in order to detect the operating force of the operating portion 13, the position of the operating force adjusting member 59 is detected by the position detector 56 to indirectly obtain the operating force. The operating force of the operating unit 13 may be calculated by

Second Embodiment Next, a second embodiment will be described with reference to FIGS. 9 and 10. FIG. 9 is a front view showing the operation force generation unit 99 of the operation unit of the floor type shift device 101, and FIG. 10 is a side view. This embodiment is a general floor type shift device 1
This is an example in which the operation force adjusting device according to the present invention is applied to 01.

First, the operating force generator 9 of the shift device 101
The configuration of No. 9 will be described. In the shift device 101, the shift lever 105 is supported on the lower surface side of the floor panel 135 via a bearing 133 so as to be rotatable in the arrow a direction. A wire 134 coupled to the transmission is connected to the lower end of the shift lever 105. Shift lever 1
A shift lock pin 129 and a check pin 121 are projected from the middle portion of 05. The check pin 121 and the shift lock pin 129 are used for the floor panel 13
Through hole 11 of position plate 117 fixed to No. 5
It is provided so as to project inside 9. The check pin 121 is
The compression coil spring 123 is directed toward the lower inner wall of the through hole 119.
Powered by On the lower inner wall of the through hole 119,
A plurality of arc-shaped grooves 119a, 119b, ... Are formed. The position of the position (P, R, N, D, 2, 1) is set by engaging the check pin 121 in these grooves 119a, 119b ...

Then, the shift lever 105 is rotated in the direction of arrow a to move the check pin 121 from the groove 119a to the groove 1a.
When moving to 19b, by overcoming the mountain portion between the grooves 119a and 119b, the positions (P, R, N,
D, 2, 1) is switched to obtain a feeling of moderation. Also,
When the check pin 121 overcomes the urging force of the compression coil spring 123 and goes over the mountain portion, the operating force of the shift lever 105 is generated. The operation force of the shift lever 105 is adjusted by the operation force adjusting device 103.

The operation force adjusting device 103 includes the shift lever 1
Operation force adjusting means 107 for changing the operation force of 05, a position detector 106 as an operation force detecting means for detecting the operation force of the shift lever 105, a mental factor of the driver, a physical factor, a driving factor of the automobile. The operating force of the operating unit is determined according to at least two factors, and the operating force adjustment amount is calculated from the determined operating force and the operating force detected by the position detector 106, and the operating force is determined according to the operating amount. The operating force determining unit 109 drives the adjusting unit 107.

The operating force adjusting means 107 comprises an operating force adjusting member 111 and a drive section 113 for driving the operating force adjusting member 111. The operation force adjusting member 111 is formed of a long plate member having one side formed in an arc shape. Both sides in the longitudinal direction of the operating force adjusting member 111 are supported by the guide members 115, 115 so as to be slidable in the vertical direction. The guide members 115, 115 are the shift device 1
No. 01 position plate 117 is fixed to one surface side. Further, one side portion of the operating force adjusting member 111 formed in an arc shape is provided with a plurality of grooves 119 of the position plate 117.
a, 119b, and 119c. By moving the operating force adjusting member 111 up and down, the grooves 119a,
The depth of 119b changes and the operating force generated by the operating force generator 99 changes.

That is, when the operating force adjusting member 111 moves to the opposite side (downward) of the compression coil spring 123, the groove 11
9a and 119b become deeper and the check pin 121
The amount of engagement with the grooves 119a and 119b increases. For this reason, the amount by which the check pin 121 crosses over the mountain portion between the grooves 119a and 119b becomes large, and the operating force becomes large.

Further, when the operating force adjusting member 111 is moved to the compression coil spring 123 side (upward), the engagement amount of the grooves 119a and 119b of the check pin 121 becomes small. Therefore, the amount by which the check pin 121 crosses the mountain portion becomes small, and the operating force becomes small.

The drive unit 113 to which the operating force adjusting member 111 is connected is composed of, for example, a motor and a solenoid. The drive unit 113 is connected to the control unit 69 of the operating force determination unit 109 and its drive is controlled. Further, the position detector 106 is provided on one side of the operation force adjusting member 111.
Is provided. The position detector 106 detects the position of the operation force adjusting member 111 and transmits the detection result to the control unit 69.

The operating force determining means 109 has the same structure as the operating force determining means 57 of the first embodiment, and has a control section 69 and a plurality of detectors 71, 73, 7 connected to the control section 69.
5, 77, 79, 81, 83, 93, 95, 97. Then, the control unit 69 of the operating force determination means 109
Similar to the first embodiment, operating force coefficients K1 to K3 are obtained from FIGS. 3 (a), 3 (b) and 3 (c), and FIGS. 4 (a), 4 (b),
The operating force coefficients K4 to K6 are calculated from (c), and as shown in FIG.
Operating force coefficients K7 to K10 are obtained from (b), (c), and (d).

In this embodiment, since the operation force adjusting device 103 is applied to the floor type shift device 101,
Wrist angle θ with respect to the forearm when calculating the operating force coefficient K6
Is the wrist angle θ when operating the shift lever 105 that is erected from the floor panel 135, as shown in FIG. Also in this case, the angle is calculated from the angle θ2 of the forearm of the driver 89 with respect to the horizontal and the angle θ1 of the wrist with respect to the horizontal. In addition, the angle θ2 of the forearm 89a with respect to the horizontal
Estimates the position of the shoulder 89a of the driver 89 from the height of the driver 89 and the angle θ3 with respect to the vertical direction of the seat back 91, and the position of the shoulder 89b and the upper arm 89 proportional to the height.
c, the size of the forearm 89a and the positional relationship of the shift lever 105.

Also in the second embodiment, the operating force coefficients K1 to K3 are calculated from the mental factors, K4 to K6 from the physical factors, and K7 to K10 from the driving factors according to the procedure shown in FIG. 8 in the first embodiment. . Then, the total operating force coefficient K is obtained by multiplying these operating force coefficients K1 to K10. Next, the optimum operating force of the operating portion is obtained based on the total operating force coefficient K, and the position of the operating force adjusting member 111 is obtained. Further, the difference (adjustment amount) between the current position of the operation force adjusting member 111 and the position where the optimum operation force is obtained is obtained, and the drive unit 113 is driven according to this adjustment amount.

As a result, the operating force adjusting member 111 moves to a position where the operating force generating section 99 produces an optimal operating force. Then, when the automobile is running, the above procedure is repeatedly executed to repeatedly obtain the total operating force coefficient K, and the optimal operating force is obtained from the total operating force coefficient K. The drive unit 113 is driven so as to move the operating force adjusting member 111 so that

According to this embodiment, as in the above embodiment,
Even if the driver's various factors and the running state change, an optimal operating force that suits the human sense can be generated.

Incidentally, reference numeral 125 in FIGS.
Indicates a shift knob, and reference numeral 127 indicates a shift lock release button. Further, reference numeral 129 indicates a shift lock pin, and reference numeral 131 indicates a shift lock groove with which the shift lock pin 129 is engaged.

Third Embodiment Next, a third embodiment will be described with reference to FIGS. 13 to 15. In the first and second embodiments, the operation unit 1 is operated according to the driver's mental factors, physical factors, and vehicle driving factors.
Although only the operation forces of Nos. 3 and 99 are variable, this embodiment is an example in which the operation stroke is changed in addition to the operation force of the operation unit 143.

As shown in FIG. 13A, the operation force adjusting device 141 according to the present embodiment has an operation force adjusting means 145 for changing the operation force of the operation section 143 and an operation for adjusting the operation stroke of the operation section 143. Stroke adjusting means 147 and operating force detecting means 149 for detecting the operating force of the operating portion 143.
And an operating force determining means 151. As shown in FIG. 13B, the operating force determining means 151 includes a plurality of detectors (vehicle speed detector 71, traveling time detector 73, brake traveling presence / absence detector 75, seat position detector 77, weight detector). 79, a seat angle detector 81, a steering position detector 83, a shift position detector 93, a steering operation presence / absence detector 95, and an engine speed detector 97).

Then, the operating force of the operating portion 143 is determined in accordance with at least two factors of the driver's mental factor, physical factor, and vehicle driving factor, and the determined operating force and the operation detected by the detecting means 149. The adjustment amount is obtained from the force, and the operation force adjusting means 145 is driven according to the adjustment amount, and the operation stroke is determined so that the product of the determined operation force and the operation stroke of the operation unit becomes a constant value. Then, the operation stroke adjusting means 147 is driven.

First, a shift device 137 as a drive operating device to which the present invention is applied will be described. As shown in FIG. 14, a position pin 153 is projectingly provided on the lower portion of the shift lever 139 of the shift device 137. The position pin 153 is inserted into the arc-shaped cutout 159 of the position plate 157 fixed to the floor panel 155. A wire 161 coupled to a transmission (not shown) is connected to the lower end of the shift lever 139.

The intermediate portion of the shift lever 139 is supported by the rotation supporting members 163 and 163. These rotation supporting members 163 and 163 are provided on the shift lever 139.
The shift levers 139 are arranged on both sides of the shift lever 139 along a direction intersecting the axial direction of the shift lever 139, and restrict the shift lever 139 from moving in the left-right direction. This rotation support member 163,
163 is fixed to the rotation center adjusting member 165.

A rail portion 167 is formed on one side of the rotation center adjusting member 165. The rail portion 167 is supported by a guide 169 so as to be vertically movable. The guide 169 is fixed to the base 171 fixed to the lower surface side of the floor panel 155. A rack gear 173 is formed on the other side of the rotation center adjusting member 165. A pinion gear 175 meshes with the rack gear 173. The pinion gear 175 has a motor 177.
It is fixed to the rotary shaft 179 of the. When the pinion gear 175 is rotated by the driving force of the motor 177, the rotation center adjusting member 165 moves up and down. When the rotation center adjusting member 165 moves up and down, the rotation supporting members 181 and 181 move up and down,
The rotation fulcrum of the shift lever 139 changes.

In this shift device 139, the operating force adjusting means 145 includes a motor 177, a pinion gear 175,
It consists of a rack gear 173. Also, the operating force detection means 1
A position detector 183 detects the vertical position of the rotation center adjusting member 165. The operating stroke adjusting means 147 also serves as the operating force adjusting means 145. That is, the operating force adjusting means 145 changes the operating force by moving the rotation support member 163 up and down, and also moves the rotation fulcrum up and down to change the operating stroke of the shift lever 139.

That is, as shown in FIG. 15, the stroke of the shift lever 139 when the rotation center point position is A is La, and the shift lever 13 when the rotation center point position is B.
If the stroke is Lb, then La <Lb. Also,
If the operating force at the time of stroke La is Fa and the operating force at the time of stroke Lb is Fb, then Fa> Fb. At this time, between the operation stroke and the operation force, F
There is a relation of a × La = Fb × Lb, and the rotation center point position A
The product of the operating force Fa at that time and the stroke La at that time is equal to the product of the operating force Fb at the rotation center point position B and the stroke Lb at that time. Therefore, the amount of exercise when the driver operates the shift lever is equal even if the operating force changes, and the fatigue of the driver does not change even if the operating force changes.

For example, when the operating force is increased and the shift operation is frequently performed, fatigue occurs in the hands and fingers. Therefore, assuming that the fatigue of the body is proportional to the amount of exercise, the amount of exercise can be represented by the product of the force used and the time spent using this force. Then, by changing the operation stroke (distance) of the operation unit so that the amount of exercise becomes constant, it is possible to prevent the driver's fatigue from increasing.

The operating force determining means 151 has the same configuration as that of the above-described embodiment, and as shown in FIG.
And a plurality of detectors 71, 73, 75, 77, 79, 8
1, 83, 93, 95, 97.

The control unit 69 is similar to each of the above-mentioned embodiments in that the detectors 71, 73, 75, 77, 79, 81, 83, 9 are detected.
The operation force coefficients K1 to K10 are respectively determined from the relations between the detection results of 3, 95 and 97 and the preset mental factors, physical factors and running factors. Further, the total operating force coefficient K is obtained by multiplying these operating force coefficients K1 to K10. Next, the optimum operating force of the operating portion 143 is obtained based on the total operating force coefficient K, and the position of the rotation center adjusting member 165 is obtained. And the operation force adjusting member 1
The difference (adjustment amount) between the current position of 65 and the position where the optimum operating force is obtained is obtained. The motor 177 is driven according to this adjustment amount.

In this case, when the position of the rotation center adjusting member 165 changes, the operation stroke also changes at the same time. However, as shown in FIG. 15, between the operation stroke and the operation force, Fa × La = Fb × Lb. And the operating force Fa at the rotation center point position A and the stroke La at that time.
The product of and is equal to the product of the operating force Fb at the rotation center point position B and the stroke Lb at that time. Therefore, the amount of exercise when the driver operates the shift lever (here, the force used × time) is the same even if the operating force changes, and the fatigue of the driver may change even if the operating force changes. No increase in fatigue.

Further, in this embodiment, since the operation force and the operation stroke are changed at the same time by changing the position of the rotation center point, the height of the shift lever from the floor panel does not change.

In the above embodiment, the operation force adjusting means 145 for changing the operation force is the operation stroke adjusting means 14
The example in which the operation stroke changes while the momentum is constant by moving the rotation support member 163 up and down in order to change the operation force. Each adjusting means 147 may be provided. For example, the operating force is changed by the operating force adjusting means 103 of the above-described second embodiment, and the length of the shift lever 105 is changed by the operating stroke adjusting means having a different structure so as to obtain a constant amount of movement to change the operating stroke. It may be changed.

In each of the above-mentioned embodiments, the present invention is applied to the shift device as a driving operation device, but as another driving operation device, the present invention can be applied to pedals such as an accelerator and a brake, and various switches. The invention can be applied.

[0086]

As described above, according to the first aspect of the present invention, the operating force determining means performs the driving operation according to at least two factors of the driver's mental factor, physical factor, and vehicle driving factor. Since the optimum operating force of the equipment is sought and the operating power of the driving operation equipment is changed, it is possible to generate the optimal operating force that suits the human sense.

According to the second aspect of the present invention, the control means optimizes the operation portion for changing the position of the automatic transmission in accordance with at least two factors of the driver's mental factor, physical factor and vehicle driving factor. Since the operating force of the operating section is changed in order to obtain a proper operating force, it is possible to generate the optimal operating force that matches the human sense.

According to the third aspect of the invention, the driver's tension (mental burden) can be obtained in accordance with the vehicle speed, the traveling time, and the number of times the brake is applied per unit time, and the mental factor of the driver is obtained. Therefore, the mental force of the driver can be reflected in the operating force.

According to the invention of claim 4, the height of the driver,
Since the maximum exertion force is obtained according to the weight and the state of the upper limbs when operating the operation unit, and the physical factor of the driver is required, it is possible to reflect the physical factor of the driver.

According to the fifth aspect of the present invention, the optimum operating force of the operating portion of the driving operation equipment and the operating portion of the operating portion obtained from at least two factors of the driver's mental factor, physical factor, and vehicle driving factor are set. So that the product with the operation stroke is constant,
By changing the operation stroke of the operation unit, even if the operating force of the operation unit changes, the amount of exercise of the driver does not change,
Optimal operating force can be generated without increasing driver fatigue.

According to the invention of claim 6, the rotation center of the operation lever of the operation portion is changed by driving the rotation center adjusting member by the drive means to move the rotation support member, and the operation lever is operated. The stroke can be changed, and the operation force can be changed so that the product of the operation stroke and the operation stroke is constant, so that the optimum operation force can be generated without increasing the fatigue of the driver.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an operation force adjusting device according to the present invention.

FIG. 2 is a block diagram showing a configuration of a first embodiment of an operation force adjusting device for a driving operation device according to the present invention.

3A and 3B show mental factors required by a control means, FIG. 3A is a diagram showing a relationship between vehicle speed and tension and an operating force coefficient obtained from this relationship, and FIG. 3B is a graph showing traffic density and tension. A diagram showing the relationship and the operating force coefficient obtained from this relationship, (c)
Is a diagram showing the relationship between the running time and the degree of tension and the operating force coefficient obtained from this relationship, and (d) is a diagram showing the relationship between the number of brakes stepped on per unit time and the traffic density.

FIG. 4 shows physical factors required by the control means, (a) is a diagram showing a relationship between height and maximum exertion force and an operation force coefficient obtained from this relationship, and (b) is weight and maximum exertion force. And a diagram showing the operating force coefficient obtained from this relationship,
(C) is a diagram showing the relationship between the wrist angle and the maximum exertion force, and the operating force coefficient obtained from this relationship.

FIG. 5 is a side view showing a state in which a driver sits on a seat.

FIG. 6 is a side view showing a steering wheel and a state in which the operator is operating a hand on the steering wheel.

7A and 7B show driving factors required by the control means, FIG. 7A is a diagram showing a relationship between a vehicle speed and the necessity of operating a shift lever and an operation force coefficient obtained from this relationship, and FIG. 7B is a rotational speed. A diagram showing the relationship with the necessity of upshifting and the operating force coefficient obtained from this relationship, (c) is a diagram showing the relationship between the rotational speed and the necessity of downshifting, and the operating force coefficient obtained from this relationship , (D) are diagrams showing the relationship between the sports running degree and the necessity of upshifting and downshifting, and the operating force coefficient obtained from this relationship.

FIG. 8 is a flowchart showing a procedure in which the control means obtains a total operating force coefficient and drives the driving means.

FIG. 9 is a front view showing a shift device and an operation force adjusting device according to a second embodiment of the present invention.

FIG. 10 is a side view showing a shift device according to a second embodiment of the present invention.

FIG. 11 is a side view showing a state where the shift device of the second embodiment and an occupant are seated.

FIG. 12 is a side view showing a shift knob of the shift lever and a state in which the shift knob is being operated by holding a hand.

13A and 13B show an operation force adjusting device of a third embodiment to which the present invention is applied, FIG. 13A is a block diagram showing a configuration, and FIG. 13B is a block diagram showing a configuration of an operation force determining means.

FIG. 14 is a front view showing a shift device according to a third embodiment of the present invention.

FIG. 15 is an explanatory diagram showing a relationship between a rotation center position and an operation stroke.

FIG. 16 is a block diagram showing a conventional automatic transmission and the surroundings of a driver's seat.

FIG. 17 is a front view showing a conventional operation unit.

[Explanation of symbols]

 13 operation unit 39, 99 operation force generation unit 53, 103, 141 operation force adjustment device 55, 107, 145 operation force adjustment unit 56, 149 operation force detection unit 57, 151 operation force determination unit 69, 109 control unit 101, 137 Shift device 147 Operation stroke adjusting means 163 Rotation supporting member 165 Rotation center adjusting member

Claims (6)

[Claims] 1. An operating force adjusting device for adjusting an operating force of an operating portion of a driving operation device operated by a driver to change a state of a vehicle, the operating force adjusting means changing an operating force of the operating portion. An operating force detecting means for detecting an operating force of the operating unit, and determining the operating force of the operating unit according to at least two factors of a driver's mental factor, physical factor, and vehicle driving factor, An operation force determining means for determining an adjustment amount from the determined operation force and the operation force detected by the operation force detecting means, and operating the operation force adjusting means in accordance with the adjustment amount; Control device for operating force of operating equipment. 2. The operation force adjusting device for a driving operation device according to claim 1, wherein the operation unit of the driving operation device is an operation unit for switching a position of a transmission. 3. The operation according to claim 1, wherein the mental factor is determined according to a vehicle speed, a traveling time, and the number of times the brake is operated per unit time. Force regulator. 4. The driving operation according to claim 1, wherein the physical factor is determined according to the height and weight of the driver and the state of the upper limb when operating the operation unit. Equipment operation force adjustment device. 5. The invention according to claim 1, further comprising: an operation stroke adjusting means for adjusting an operation stroke of an operation portion of the operation device, wherein the operation force and the operation portion are determined by the operation force determining means. An operating force adjusting device for a driving operation device, characterized in that an operating stroke is determined so that a product of the operating stroke and the stroke becomes a constant value, and an operating stroke adjusting means is driven. 6. The invention according to claim 5, wherein the operation stroke adjusting means includes a rotation support member that rotatably supports the operation lever of the operation portion, and the rotation support member is moved to move the operation lever. An operation force adjusting device for a drive operating device, comprising: a rotation center adjusting member that changes a rotation center; and drive means that drives the rotation center adjusting member.