JP2002157035A - Vehicle operation control device - Google Patents

Abstract

(57) [Problem] To provide a vehicle driving operation device capable of automatically holding a joystick at at least an arbitrary acceleration operation position. When a holding switch is operated while a joystick is operated in an acceleration operation direction, a holding command signal is output to a control means, and the control means outputs a predetermined holding drive signal to an acceleration / deceleration operation reaction force. Output to the motor 9. Then, the acceleration / deceleration operation reaction force motor 9 balances the return force of the return mechanism and holds the joystick 1 at an arbitrary acceleration operation position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving control device for a vehicle, and more particularly, to a driving control device for a vehicle in which steering, acceleration and deceleration can be performed by a single driving control provided in a driver's seat. The present invention relates to a driving operation device.

[0002]

2. Description of the Related Art In recent years, a so-called joystick-type operation has become possible in which each operation of steering, acceleration and deceleration of a vehicle can be operated by a single driving operator instead of the conventional steering wheel, accelerator pedal and brake pedal. An operation device has been proposed (Japanese Patent Laid-Open No. 2000-17055).
No. 3). This type of vehicle driving operation device includes a driving operator called a joystick supported so as to be tiltable in the left-right direction and the front-rear direction, and a drive corresponding to the amount of tilt operation of the driving operator in the left-right direction and the front-rear direction. The control device includes a control unit that outputs a signal, and a steering actuator, an acceleration actuator, and a deceleration actuator that operate in response to each drive signal from the control unit. In this case, the joystick, which is a driving operator, is normally configured to be able to return to a neutral position in the left-right direction and the front-back direction operation by a return mechanism.

According to the above-described vehicle driving operation device, when the joystick, which is a driving operator, is tilted, for example, in the left-right direction, a driving signal corresponding to the operation amount is transmitted from the control means to the steering motor as a steering actuator. The steering motor drives the steering mechanism so that the vehicle is steered according to the left / right operation amount (steering operation amount) of the joystick. When the joystick is tilted forward, for example, a drive signal corresponding to the operation amount is output from the control means to a throttle actuator as an acceleration actuator, and the throttle actuator drives the throttle valve of the engine to open and close, whereby the joystick is driven. The vehicle is accelerated in accordance with the forward operation amount (acceleration operation amount) of the vehicle. Similarly, when the joystick is tilted backward, for example,
A drive signal corresponding to the operation amount is output from the control means to a brake actuator as a deceleration actuator, and the brake actuator pressurizes the brake fluid pressure to thereby control the joystick rearward operation amount (deceleration operation amount). The vehicle is decelerated.

[0004]

By the way, in the above-mentioned vehicle driving operation device, when the operation hand is released from the joystick, the joystick is returned to the neutral position of the steering operation and the acceleration / deceleration operation by the return mechanism. Therefore, in order to hold the joystick at a predetermined operation position, it is necessary to continue the operation without stopping the operation. Therefore, for example, when the vehicle is cruising at a constant speed on a highway, the hand that has operated the joystick to the predetermined operation position cannot be rested for a long time, and the driver suffers a great deal of driving fatigue. Has been pointed out.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle driving operation device which can automatically hold a driving operator at an arbitrary operation position.

[0006]

According to a first aspect of the present invention, there is provided a driving operation device for a vehicle, comprising: a driving operator for instructing each of a steering operation, an acceleration operation, and a deceleration operation of the vehicle; Driving of a vehicle including a control unit that outputs a drive signal according to the operation amount of the driving operator, and a steering actuator, an acceleration actuator, and a deceleration actuator that operate according to the drive signal from the control unit The operating device is characterized in that a holding means capable of holding the driving operator in an operating position is provided.

In the driving operation device for a vehicle according to the first invention, when the driving operator is operated, the control means sends a driving signal corresponding to the operation amount to the steering actuator, the acceleration actuator or the deceleration actuator. Output.
When the steering actuator operates in response to the drive signal, the vehicle is steered according to the operation amount of the driving operator. Similarly, when the acceleration actuator or the deceleration actuator operates according to the drive signal, the vehicle is accelerated or decelerated according to the operation amount of the driving operator. On the other hand, the holding means holds the driving operator in the operating position as needed.

[0008] A driving operation device for a vehicle according to a second aspect of the present invention includes:
A driving operation device for a vehicle according to a first invention, wherein a return mechanism for returning the driving operator to a neutral position of the operation, and an operation reaction force for applying a reaction force of the operation to the driving operator. Actuator, and as the holding means, the driving operator is provided with a holding switch capable of outputting a holding command signal, and the control means responds to the input of the holding command signal from the holding switch. A holding control unit that outputs a predetermined holding drive signal for holding the driving operator at an arbitrary operation position to the operation reaction force actuator in balance with a return force of the return mechanism. I do.

In the driving operation device for a vehicle according to the second invention, in particular, when the holding switch is operated in a state where the driving operator is operated, the holding switch outputs a command signal for holding the driving operator, and holds the control means. The control unit outputs a predetermined holding drive signal to the operation reaction force actuator. The operation reaction force actuator balances the return force of the return mechanism and holds the driving operator at an arbitrary operation position.

[0010]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a driving operation device for a vehicle according to the present invention. In the drawings to be referred to, FIG. 1 is an overall configuration diagram of a driving operation device for a vehicle according to an embodiment of the present invention, FIG. 2 is a side view partially showing a tilt support mechanism of the driving operator shown in FIG. 3 is a plan view showing a partial cross section of the tilt support mechanism of the driving operator shown in FIG. 2, FIG. 4 is a front view showing a partial cross section of the return mechanism shown in FIGS. 2 and 3, and FIG. FIG. 2 is a block diagram of a control unit shown in FIG.

As shown in FIG. 1, a driving operation apparatus for a vehicle according to an embodiment instructs steering operation, acceleration and deceleration of the vehicle in place of a conventional steering wheel, accelerator pedal and brake pedal. A single joystick 1 is supported as a driving operator so as to be tiltable in the left-right direction and the front-rear direction so as to be able to operate.
As a sensor for detecting the amount of tilt operation of the joystick 1 in the left-right direction and the front-rear direction, a turning operation amount sensor 2 for detecting a left-right steering operation amount, and an acceleration operation amount or a deceleration operation amount in the front-rear direction. And an acceleration / deceleration operation amount sensor 3 for detecting. Further, there is provided control means 4 for outputting a drive signal corresponding to the steering operation amount and the acceleration / deceleration operation amount of the joystick 1 based on the detection signals of the steering operation amount sensor 2 and the acceleration / deceleration operation amount sensor 3. .
The actuators that operate in accordance with the drive signals from the control means 4 include a steering motor 5, which is a steering actuator, a throttle actuator 6, which is an acceleration actuator, and a brake actuator 7, which is a deceleration actuator. Have.

A driving operation device for a vehicle according to one embodiment is an actuator for applying an operation reaction force to the joystick 1 in a steering operation direction and an acceleration / deceleration operation direction by a drive signal from the control means 4. A steering operation reaction force motor 8 and an acceleration / deceleration operation reaction force motor 9 that operate separately are provided. In addition, as a sensor for feedback-controlling the driving of the steering motor 5, the throttle actuator 6, and the brake actuator 7, respectively, a rack position sensor 10, a throttle opening sensor 11, and a brake that output detection signals to the control means 4, respectively. A hydraulic pressure sensor 12 is provided.

The joystick 1 is arranged near the left or right side of the driver's seat so that the driver of the vehicle can operate with one hand. As shown in FIG. 2, the joystick 1 has a structure in which an operation grip 1B is fixed to an upper end of a pipe-shaped stick main body 1A. It is supported to be tiltable in the front-rear direction. In addition,
The tilt support mechanism 13 is covered by a boot 14 externally provided on the stick body 1A (see FIG. 1).

The tilt support mechanism 13 is shown in FIGS.
As a mechanism for supporting the joystick 1 so as to be tiltable in the left and right steering operation directions, a left-right tilting support shaft 13A that penetrates the lower end of the stick body 1A in the front-rear direction and is fixed thereto, This left-right tilting support shaft 13
And a tilt support base 13B that rotatably supports both front and rear ends of A through a bearing BRG. The tilt support base 13B is formed in a substantially rectangular frame shape which is long in the left-right direction and has an upper opening in plan view.
Further, as a mechanism for supporting the joystick 1 together with the tilting support mechanism 13 so as to be tiltable in the front and rear acceleration / deceleration operation directions, a pair of front and rear tilting supports coaxially protruded from left and right ends of the tilting support base 13B. It includes a pin 13C and a fixed support base 13D that rotatably supports the pair of front and rear tilt support pins 13C via bearings BRG. The fixed support base 13D is formed in a U-shape with side walls at both left and right ends and an open top.

Here, the stick body 1A of the joystick 1 and the tilt support base 13 of the tilt support mechanism 13
A return mechanism 15 for returning the joystick 1 to the neutral position in the left and right steering operation directions is provided between the first and second joysticks. Further, between the tilt support base 13B and the fixed support base 13D of the tilt support mechanism 13, the tilt support base 13D is provided.
A return mechanism 16 for returning the joystick 1 to the neutral position in the acceleration / deceleration operation direction in front and back together with B is provided.

The return mechanism 15 and the return mechanism 16 are
Since it is configured substantially in the same manner, one of the return mechanisms 15
And the description of the other return mechanism 16 is omitted. As shown in FIGS. 2 to 4, the return mechanism 15 is configured to move the stick body 1A from the tilt support base 13B.
A fixing pin 15A protruding parallel to the left-right tilting support shaft 13A toward the right and left, and a rotating pin 15B protruding parallel to the left-right tilting support shaft 13A from the stick body 1A toward the tilting support base 13B. And a winding spring 15C wound around the support shaft 13A for tilting left and right. The fixing pin 15A is arranged on a vertical line passing through the axis of the support shaft 13A for tilting left and right, and is arranged above the support shaft 13A for tilting left and right. The winding spring 15C has a locking portion 15D whose both ends are bent in the radial direction and is locked to the fixing pin 15A in an intersecting state. On the other hand, the rotation pin 15B is used to move the
Is inserted between the pair of intersecting locking portions 15D so as to push one of the pair of locking portions 15D. Then, the rotating pin 15B is connected to the pair of locking portions 1.
When it is pushed by 5D and positioned below the fixing pin 15A,
The joystick 1 is configured to stand substantially vertically and stop at a neutral position in the left and right steering operation directions.

The steering operation amount sensor 2 is composed of, for example, a potentiometer, and a tilt support base 13B with an input shaft (not shown) connected to the left-right tilt support shaft 13A.
For example, it is fixed to the front wall. When the joystick 1 is tilted leftward of left steering from the neutral position in the steering operation direction and the left / right tilting support shaft 13A is rotated leftward in the steering operation amount sensor 2, the joystick 1
A steering instruction signal SS according to the left steering operation amount is output to the control means 4. On the contrary, the joystick 1 is tilted from the neutral position in the steering operation direction to the right for right steering to support the left and right tilt. When the shaft 13A rotates rightward, a steering instruction signal SS corresponding to the operation amount of rightward steering of the joystick 1 is output to the control means 4.

On the other hand, the acceleration / deceleration operation amount sensor 3 is composed of a potentiometer similar to the steering operation amount sensor 2, and has an input shaft (not shown) connected to one of the support pins 13C for forward and backward tilting. For example, it is fixed to the left wall. The acceleration / deceleration operation amount sensor 3 detects the acceleration operation amount of the joystick 1 when the joystick 1 is tilted from the neutral position in the acceleration / deceleration operation direction in the forward acceleration direction and the forward / backward tilt support pin 13C rotates in the forward rotation direction. Is output to the control means 4 according to the accelerator instruction signal AS. The acceleration / deceleration operation amount sensor 3 decelerates the joystick 1 when the joystick 1 is tilted from the neutral position in the acceleration / deceleration operation direction in the rearward deceleration direction and the front / back tilt support pin 13C rotates in the backward rotation direction. It is configured to output a brake instruction signal BS corresponding to the operation amount to the control means 4.

As shown in FIG. 1, the steering motor 5 is installed in a steering system in which a conventional steering wheel, steering shaft and the like are eliminated. The rotation of the steering motor 5 is controlled by a drive signal SD from the control means 4, thereby driving the rack shaft 18 in the axial direction via a ball screw mechanism 17 and via tie rods 19 at both ends of the rack shaft 18. The left and right front wheels W can be steered. That is, the steering motor 5 is arranged so that the rack shaft 18 penetrates the rotor and is arranged around the rack shaft 18. The ball screw mechanism 17 formed on the rack shaft 18 is attached to the rotor of the steering motor 5. A ball nut 17B meshing with the ball screw portion 17A is fixed. With this configuration, when the ball nut 17B rotates together with the rotor of the steering motor 5, the rack shaft 18 having the ball screw portion 17A is driven in the axial direction. Note that the steering motor 5 may be configured to rotationally drive a pinion that meshes with the rack of the rack shaft 18.

The rack position sensor 10 is provided so as to detect the direction and amount of movement of the rack shaft 18 in the axial direction.
Are arranged close to the rack shaft 18. The rack position sensor 10 is composed of, for example, a linear encoder. When the rack shaft 18 moves from the neutral position in the steering direction of the front wheels W to the left steering direction, an actual rack position signal RA corresponding to the amount of left steering movement. Is output to the control means 4, and conversely, the rack shaft 18
Moves from the neutral position of the front wheel W in the steering direction to the right steering direction, the actual rack position signal R corresponding to the moving amount of the right steering.
A is output to the control means 4.

The throttle actuator 6 is configured to control the acceleration state of the vehicle by opening and closing a throttle valve of an engine (not shown). The throttle actuator 6 is constituted by, for example, a throttle motor that opens and closes a throttle valve via an operation wire, and its rotation is controlled by a drive signal AD from the control means 4. A throttle opening sensor 11 composed of, for example, a potentiometer is provided coaxially with the throttle valve so as to detect the opening of the throttle valve due to the operation of the throttle actuator 6. The throttle opening sensor 11 outputs an actual throttle opening signal TA corresponding to the actual opening of the throttle valve.
Is output to the control means 4.

The brake actuator 7 is installed for each wheel in a brake system in which a conventional brake booster, a master cylinder and the like are eliminated. The brake actuator 7 is constituted by, for example, a proportional solenoid valve, and its operation is controlled by a drive signal BD from the control means 4. The brake actuator 7 controls the deceleration state of the vehicle by variably controlling the brake fluid pressure supplied from the brake fluid pressure generating pump to the wheel cylinder of each wheel. A brake fluid pressure sensor 12 is attached to the wheel cylinder so as to detect a brake fluid pressure due to the operation of the brake actuator 7. The brake fluid pressure sensor 12 is configured to output the detected brake fluid pressure to the control means 4 as an actual brake fluid pressure signal BA.

As shown in FIGS. 2 and 3, the steering operation reaction force motor 8 is a geared motor in which a reduction gear box 8A is integrally assembled, and an output shaft (not shown) is supported by the left-right tilting support shaft 13A. The reduction gear box 8 is attached to, for example, the rear wall of the tilt support base 13B while being connected to the
A is fixed through A. This steering operation reaction force motor 8
The torque is controlled by the drive signal SR from the control means 4 so that the joystick 1 is given an operation reaction force in the left and right steering operation directions.

On the other hand, the acceleration / deceleration operation reaction force motor 9 is a geared motor in which a reduction gear box 9A is integrally assembled, and is fixed in a state where an output shaft (not shown) is connected to the other of the front and rear tilt support pins 13C. Support base 13D
Is fixed to, for example, a right wall portion via a reduction gear box 8A. The acceleration / deceleration operation reaction force motor 9 applies drive reaction signals AR, from the control means 4 so as to apply operation reaction forces to the joystick 1 in forward and backward acceleration / deceleration operation directions.
The torque is controlled by BR.

The control means 4 includes an input / output interface between the steering operation amount sensor 2, the acceleration / deceleration operation amount sensor 3, the rack position sensor 10, the throttle opening sensor 11, and the brake fluid pressure sensor 12. In addition to an I / O and an A / D converter for converting an analog signal input from these sensors into a digital signal, a ROM (Read Only Memory) storing various data and programs is stored.
mory), RAM (Random) that temporarily stores various data, etc.
Access Memory), CPU (Cent
ral Processing Unit).

As shown in FIG. 5, the control means 4 serves as a steering control unit for outputting predetermined drive signals SD and SR to the steering motor 5 and the steering operation reaction motor 8, respectively. , Target rack position setting unit 4
A, deviation calculation section 4B, steering motor control signal output section 4C, steering motor drive circuit 4D, target turning reaction force setting section 4E, turning operation reaction motor control signal output section 4F
And a steering operation reaction force motor drive circuit 4G.

The control means 4 sends a predetermined drive signal AD and a predetermined drive signal AD to the throttle actuator 6, brake actuator 7 and acceleration / deceleration operation reaction force motor 9, respectively.
A target throttle opening setting unit 4H, a deviation calculation unit 4I, a throttle actuator control signal output unit 4J, a throttle actuator drive circuit 4K, a target brake fluid as an acceleration / deceleration control unit for outputting the drive signal BD and the drive signals AR and BR. Pressure setting unit 4L, deviation calculation unit 4M, brake actuator control signal output unit 4N, brake actuator drive circuit 40, target acceleration / deceleration reaction force setting unit 4P, acceleration / deceleration operation reaction force motor control signal output unit 4Q, and acceleration / deceleration operation reaction force The motor drive circuit 4R is provided.

A target rack position setting section 4A constituting a steering control section of the control means 4 includes the steering operation amount sensor 2
Is converted into a digital signal and input. This target rack position setting section 4A
The rack shaft 18 is turned so that the left and right front wheels W are steered according to the steering operation direction and the steering operation amount of the joystick 1.
(See FIG. 1) Target rack position signal RT for moving
Set. The target rack position signal RT is retrieved and set from a data area having the steering instruction signal SS as an address, and the set target rack position signal RT is output to the deviation calculator 4B.

The deviation calculating unit 4B receives the target rack position signal RT and inputs the rack position sensor 1
The actual rack position signal RA from 0 is converted into a digital signal and input. The deviation calculation unit 4B calculates a deviation of the actual rack position signal RA from the target rack position signal RT, and outputs the deviation signal ΔR to the steering motor control signal output unit 4C.

The steering motor control signal output unit 4
C is proportional P to the deviation signal ΔR.
l), integral I (Integral), differential D (Differential), etc., by adding the P value, I value, and D value for quickly converging the deviation of the deviation signal ΔR to zero. Generate a certain PID operation signal. And this P
PWM (Pulse) for controlling the current flowing through the steering motor 5 based on the ID operation signal by pulse width modulation.
Width Modulation) control signal SDP is generated and this PW
An M control signal SDP is output to the steering motor drive circuit 4D.

The steering motor drive circuit 4D includes:
Based on the PWM control signal SDP, a bridge circuit of a power FET (Field Effect Transistor) (not shown) is switched and driven to rotate the steering motor 5 (see FIG. 1) by a drive signal SD having a predetermined polarity and a duty ratio. I do.

The target turning reaction force setting section 4E includes:
The deviation signal ΔR from the deviation calculator 4B is input.
The target turning reaction force setting unit 4E increases the torque of the turning operation reaction motor 8 so as to increase or decrease the operation reaction force opposite to the turning operation direction of the joystick 1 according to the magnitude of the deviation signal ΔR. Target turning operation reaction force signal SR for control
Set T. The target turning operation reaction force signal SRT is set by searching from the data area having the deviation signal ΔR as an address, and the set target turning operation reaction force signal SRT is output to the turning operation reaction force motor control signal output section 4F. Output to

The steering operation reaction force motor control signal output unit 4
F generates a PWM control signal SRP for controlling the current flowing through the turning operation reaction force motor 8 by pulse width modulation based on the input target turning operation reaction force signal SRT.
Turns the WM control signal SRP to a steering operation reaction force motor drive circuit 4G
Output to Then, the steering operation reaction force motor drive circuit 4G
Switches the bridge circuit of the power FET (not shown) based on the PWM control signal SRP to rotate the steering reaction force motor 8 (see FIG. 1) by a drive signal SR having a predetermined polarity and a duty ratio. Drive.

On the other hand, an accelerator instruction signal AS from the acceleration / deceleration operation amount sensor 3 is converted into a digital signal and input to a target throttle opening degree setting unit 4H constituting an acceleration / deceleration control unit of the control means 4. . The target throttle opening setting section 4H sets a target throttle opening signal TT for rotationally driving the throttle actuator 6 (see FIG. 1) so that the throttle valve is opened according to the forward acceleration operation amount of the joystick 1. I do. The target throttle opening signal TT is retrieved and set from a data area having the accelerator instruction signal AS as an address, and the set target throttle opening signal TT is output to the deviation calculator 4I.

The deviation calculating section 4I receives the target throttle opening signal TT and converts the actual throttle opening signal TA from the throttle opening sensor 11 into a digital signal. This deviation calculation unit 4I
The deviation of the actual throttle opening signal TA from the target throttle opening signal TT is calculated, and the deviation signal ΔT is output to the throttle actuator control signal output unit 4J.

The throttle actuator control signal output unit 4J gives each operation such as proportional P, integral I, and differential D to the deviation signal ΔT, so that the deviation of the deviation signal ΔT quickly converges to zero. Value, I for
A PID operation signal which is an addition value of the value and the D value is generated. Then, based on the PID operation signal, a PWM control signal ADP for controlling the current flowing through the throttle actuator 6 by pulse width modulation is generated, and the PWM control signal ADP is output to the throttle actuator drive circuit 4K.

The throttle actuator driving circuit 4
The K drives the throttle actuator 6 (see FIG. 1) to rotate by a drive signal AD having a predetermined polarity and a duty ratio by switching-driving a bridge circuit of a power FET (not shown) based on the PWM control signal ADP.

A brake instruction signal BS from the acceleration / deceleration operation amount sensor 3 is converted into a digital signal and input to the target brake hydraulic pressure setting section 4L. The target brake hydraulic pressure setting section 4L is used to control the operation of each brake actuator 7 (see FIG. 1) so as to increase the brake hydraulic pressure in accordance with the amount of deceleration operation of the joystick 1 rearward. Set the signal BT. The target brake fluid pressure signal BT is retrieved and set from a data area having the brake instruction signal BS as an address, and the set target brake fluid pressure signal BT is output to the deviation calculator 4M.

The deviation calculating section 4M receives the target brake fluid pressure signal BT and converts the actual brake fluid pressure signal BA from the brake fluid pressure sensor 12 into a digital signal. The deviation calculation unit 4M calculates a deviation of the actual brake hydraulic pressure signal BA from the target brake hydraulic pressure signal BT, and outputs the deviation signal ΔB to the brake actuator control signal output unit 4N.

The brake actuator control signal output unit 4N outputs a proportional P, an integral I,
By giving each operation such as differentiation D, the deviation signal Δ
P value and I value for quickly converging the deviation of B to zero
A PID operation signal which is an added value of the D value is generated. Then, based on the PID operation signal, a PWM control signal BDP for controlling the current flowing through each brake actuator 7 by pulse width modulation is generated, and this PWM control signal BDP is output to the brake actuator drive circuit 40.

The brake actuator drive circuit 40
Operates the respective brake actuators 7 (see FIG. 1) by switchingly driving four power FETs (not shown) corresponding to the respective brake actuators 7 provided for the respective wheels based on the PWM control signal BDP. Is controlled by a drive signal BD having a predetermined polarity and a duty ratio.

The target acceleration / deceleration reaction force setting unit 4P receives the deviation signal ΔT from the deviation calculation unit 4I or the deviation signal ΔB from the deviation calculation unit 4M. When the target acceleration / deceleration reaction force setting unit 4P receives the deviation signal ΔT from the target throttle opening degree setting unit 4H, the target acceleration / deceleration reaction force setting unit 4P outputs an operation reaction force opposite to the acceleration operation direction of the joystick 1 to the deviation signal ΔT.
A target acceleration operation reaction force signal ART for controlling the torque of the acceleration / deceleration operation reaction force motor 9 so as to increase or decrease according to the magnitude of T is set. This target acceleration operation reaction force signal AR
T is set by searching from the data area having the deviation signal ΔT as an address, and the set target acceleration operation reaction force signal A is set.
RT is output to the acceleration / deceleration operation reaction force motor control signal output unit 4Q via the input switching unit 4S. On the other hand, when the target acceleration / deceleration reaction force setting unit 4P receives the deviation signal ΔB from the target brake fluid pressure setting unit 4L, the operation reaction force opposite to the deceleration operation direction of the joystick 1 is changed according to the magnitude of the deviation signal ΔB. A target deceleration operation reaction force signal BRT for controlling the torque of the acceleration / deceleration operation reaction force motor 9 so as to increase or decrease is set. The target deceleration operation reaction force signal BRT is set by searching from a data area having the deviation signal ΔB as an address, and the set target deceleration operation reaction force signal BRT is input to the acceleration / deceleration operation reaction force motor via the input switching unit 4S. Control signal output section 4Q
Output to

The acceleration / deceleration operation reaction force motor control signal output section 4Q outputs a current flowing through the acceleration / deceleration operation reaction force motor 9 based on the input target acceleration operation reaction force signal ART or target deceleration operation reaction force signal BRT to a pulse width. It generates a PWM control signal ARP or a PWM control signal BRP for controlling by modulation, and outputs either one to the acceleration / deceleration operation reaction force motor drive circuit 4R. The acceleration / deceleration operation reaction force motor drive circuit 4R performs switching driving of a bridge circuit of a power FET (not shown) based on the PWM control signal ARP or the PWM control signal BRP to thereby generate an acceleration / deceleration operation reaction force motor 9 (FIG. 1) is rotated by a drive signal AR or a drive signal BR having a predetermined polarity and a duty ratio.

Here, in the driving operation device for a vehicle according to one embodiment, the joystick 1 which returns to the neutral position in the left and right steering operation directions and the front and rear acceleration / deceleration operation directions by the return mechanisms 15 and 16 is used. A holding means is provided which can be held at any acceleration / deceleration operation position in the front-back direction at least against the spring return force of the return mechanism 16. This holding means is provided with a ball click mechanism or the like between opposing surfaces of the fixed support base 13D and the tilt support base 13B of the tilt support mechanism 13 to provide
May be configured to be held at the tilting position in the front-rear direction. However, in order to hold the joystick 1 at an arbitrary acceleration / deceleration operation position with high accuracy, the acceleration / deceleration operation reaction force motor 9 needs to be provided with a return mechanism 16. It is preferable to configure so as to generate a holding force balanced with the spring return force.

As a holding means for generating a holding force in the acceleration / deceleration operation reaction force motor 9 balanced with the spring return force of the return mechanism 16 as described above, the joystick 1 is held on the upper surface of the operation grip 1B of the joystick 1. A holding switch 20 capable of outputting a command signal HS to the control means 4 is provided. The holding switch 20 is configured to repeat the output of the holding command signal HS and the stop of the output each time the holding switch 20 is pressed. The control means 4 has a predetermined position for holding the joystick 1 at an arbitrary acceleration / deceleration operation position in balance with the spring return force of the return mechanism 16 in response to the input of the holding command signal HS from the holding switch 20. As a holding control unit for outputting the holding drive signal HD to the acceleration / deceleration operation reaction force motor 9, together with the input switching unit 4S, the acceleration / deceleration operation reaction force motor control signal output unit 4Q, and the acceleration / deceleration operation reaction force motor drive circuit 4R A target holding force setting unit 4T is provided.

An accelerator instruction signal AS or a brake instruction signal BS is constantly input from the acceleration / deceleration operation amount sensor 3 to the target holding force setting unit 4T, and a holding instruction signal HS is output from the holding switch 20 only when the switch is operated. Is entered. When the holding command signal HS is input while at least the accelerator command signal AS is input, the target holding force setting unit 4T receives the accelerator command signal A at the time of the input.
Hold S. Then, the torque of the acceleration / deceleration operation reaction force motor 9 is controlled so as to increase or decrease the holding force of the joystick 1 that is balanced with the spring return force of the return mechanism 16 according to the magnitude of the holding value of the accelerator instruction signal AS. Is set for the target holding torque signal HT. The target holding torque signal HT is set by searching from a data area having the address of the holding value of the accelerator instruction signal AS as an address, and outputs the set target holding torque signal HT to the input switching unit 4S.

The input switching section 4S gives priority to the target holding torque signal HT from the target holding force setting section 4T over the target acceleration operation reaction force signal ART from the target acceleration / deceleration reaction force setting section 4P. It is configured to output to the motor control signal output unit 4Q. The acceleration / deceleration operation reaction force motor control signal output unit 4Q, which has received the target holding torque signal HT from the input switching unit 4S, converts the current flowing to the acceleration / deceleration operation reaction force motor 9 based on the target holding torque signal HT by pulse width modulation. A PWM control signal HDP for control is generated and output to the acceleration / deceleration operation reaction force motor drive circuit 4R. The acceleration / deceleration operation reaction force motor drive circuit 4R controls the acceleration / deceleration operation reaction force motor 9 (see FIG. 1) by switching driving a bridge circuit of a power FET (not shown) based on the PWM control signal HDP. Driven by the holding drive signal HD having the polarity and the duty ratio.

In the driving operation device for a vehicle according to the embodiment configured as described above, the steering motor 5 is operated by the tilting operation of the joystick 1 shown in FIG. The throttle actuator 6 or each brake actuator 7 is operated by the tilting operation in the forward and backward acceleration / deceleration directions, and the steered state, the accelerated state, and the decelerated state of the vehicle are controlled by a so-called CBW (control by wire) method.

For example, when the joystick 1 is tilted to the left, the steering operation amount sensor 2 causes the joystick 1 to rotate.
A steering instruction signal SS corresponding to the left steering operation amount of the joystick 1 is output to the target rack position setting unit 4A of the control means 4, and the left and right steering operation signals of the left and right joysticks 1 are controlled by the target rack position setting unit 4A. A target rack position signal RT for moving the rack shaft 18 so that the front wheel W is steered is output to the deviation calculation unit 4B. Then, the deviation calculating unit 4B outputs a deviation signal ΔR between the target rack position signal RT and the actual rack position signal RA input from the rack position sensor 10 to a steering motor control signal output unit 4C, and outputs a steering motor control signal output unit 4C. Generates a PID operation signal for quickly converging the deviation of the deviation signal ΔR to zero, and then generates a PWM control signal SD corresponding to the PID operation signal.
P is output to the steering motor drive circuit 4D. Then, the steering motor drive circuit 4D causes the steering motor 5 to generate the deviation signal Δ by the drive signal SD having a predetermined polarity and a duty ratio based on the PWM control signal SDP.
Rotate and drive until R converges to zero.

That is, when the joystick 1 is tilted leftward, the steering motor 5 drives the rack shaft 18 to one side in the axial direction via the ball screw mechanism 17 until the rack shaft 18 reaches the target position. Left and right front wheels W
Is steered to the left in accordance with the left steering operation amount of the joystick 1. Similarly, when the joystick 1 is tilted rightward, the steering motor 5 drives the rack shaft 18 to the other side in the axial direction via the ball screw mechanism 17 until the rack shaft 18 reaches the target position. The front wheel W is turned to the right in accordance with the operation amount of turning the joystick 1 to the right. In this manner, the turning state of the vehicle is controlled according to the turning operation direction and the turning operation amount of the joystick 1.

Here, when the joystick 1 is tilted in the left and right steering operation directions, an operation reaction force is applied to the joystick 1 by the steering operation reaction motor 8. That is, the joystick 1 is tilted in the left and right steering operation directions, and the deviation calculation unit 4B outputs the deviation signal ΔR
Is output, the target turning reaction force setting unit 4E, to which the deviation signal ΔR is input, increases or decreases the operation reaction force of the joystick 1 in accordance with the magnitude of the deviation signal ΔR. A target steering reaction force signal SRT for controlling torque is output to a steering operation reaction motor control signal output unit 4F. Then, the turning operation reaction force motor control signal output unit 4F outputs a PWM control signal SRP generated based on the target turning operation reaction force signal SRT to the turning operation reaction force motor drive circuit 4G, and outputs the turning operation reaction force. The motor drive circuit 4G drives the turning operation reaction force motor 8 by the drive signal SR having a predetermined polarity and duty ratio based on the PWM control signal SRP until the deviation signal ΔR converges to zero. Thus, when the joystick 1 is tilted in the left and right steering operation directions, the steering operation reaction force motor 8 applies an operation reaction force to the joystick 1 until the rack shaft 18 reaches the target position. The operation reaction force gradually decreases from a magnitude corresponding to the steering operation amount of the joystick 1 to zero.

On the other hand, when the joystick 1 is tilted forward, the acceleration / deceleration operation amount sensor 3
Outputs an accelerator instruction signal AS corresponding to the forward acceleration operation amount to the target throttle opening setting section 4H of the control means 4,
The target throttle opening setting section 4H outputs a target throttle opening signal TT for rotating the throttle actuator 6 so as to open the throttle valve in accordance with the forward operation amount of the joystick 1 to the deviation calculating section 4I. Then, the deviation calculating section 4I outputs a deviation signal ΔT between the target throttle opening signal TT and the actual throttle opening signal TA inputted from the throttle opening sensor 11 to a throttle actuator control signal output section 4J, and outputs a throttle actuator control signal. After the output unit 4J generates a PID operation signal for quickly converging the deviation of the deviation signal ΔT to zero, the output unit 4J outputs a PWM control signal ADP corresponding to the PID operation signal to the throttle actuator drive circuit 4K. And the throttle actuator drive circuit 4
K drives the throttle actuator 6 by the drive signal AD having a predetermined polarity and duty ratio based on the PWM control signal ADP until the deviation signal ΔT converges to zero. Therefore, when the joystick 1 is tilted forward, the throttle actuator 6 controls the opening of the throttle valve (not shown) to an opening corresponding to the acceleration operation amount of the joystick 1, and the acceleration state of the vehicle is changed to the acceleration operation of the joystick 1. It is controlled to increase or decrease according to the amount.

Here, when the joystick 1 is tilted in the forward acceleration operation direction, an operation reaction force is applied to the joystick 1 by the acceleration / deceleration operation reaction force motor 9. That is, the joystick 1 is tilted in the forward acceleration operation direction, and the deviation calculator 4I outputs the deviation signal Δ
When T is output, the target acceleration / deceleration reaction force setting unit 4P, to which the deviation signal ΔT is input, controls the acceleration / deceleration operation reaction motor 9 so that the operation reaction force of the joystick 1 is increased or decreased in accordance with the magnitude of the deviation signal ΔT. A target acceleration operation reaction force signal ART for controlling torque is output to the acceleration / deceleration operation reaction force motor control signal output unit 4Q via the input switching unit 4S. And
PWM control signal A generated by acceleration / deceleration operation reaction force motor control signal output unit 4Q based on target acceleration operation reaction force signal ART
RP is output to the acceleration / deceleration operation reaction force motor drive circuit 4R, and the acceleration / deceleration operation reaction force motor drive circuit 4R outputs the PWM control signal AR.
Drive signal A having a predetermined polarity and duty ratio based on P
R causes the acceleration / deceleration operation reaction force motor 9 to output the deviation signal ΔT
Drive until convergence to zero. Thus, when the joystick 1 is tilted in the forward acceleration operation direction,
The acceleration / deceleration operation reaction force motor 9 applies an operation reaction force to the joystick 1 until the throttle valve reaches the target opening.
Gradually decreases to zero from the size corresponding to the acceleration operation amount.

When the joystick 1 is tilted backward, the acceleration / deceleration operation amount sensor 3 causes the joystick 1 to rotate.
A brake instruction signal BS corresponding to the backward deceleration operation amount of the joystick 1 is output to the target brake fluid pressure setting section 4L of the control means 4, and the target brake fluid pressure setting section 4L is operated in accordance with the backward deceleration operation amount of the joystick 1. A target brake fluid pressure signal BT for controlling the operation of each brake actuator 7 so as to increase the brake fluid pressure is output to the deviation calculator 4M. Then, the deviation calculator 4M outputs the target brake fluid pressure signal B
A deviation signal ΔB between T and the actual brake fluid pressure signal BA input from the brake fluid pressure sensor 12 is output to the brake actuator control signal output unit 4N, and the brake actuator control signal output unit 4N quickly reduces the deviation of the deviation signal ΔB to zero. , And outputs a PWM control signal BDP corresponding to the PID operation signal to the brake actuator drive circuit 40. Then, the brake actuator drive circuit 40 outputs the PWM control signal B
Each brake actuator 7 is driven by a drive signal BD having a predetermined polarity and a duty ratio based on DP until the deviation signal ΔB converges to zero. Therefore, when the joystick 1 is tilted backward, each brake actuator 7 controls the brake fluid pressure of the brake system (not shown) to increase according to the deceleration operation amount of the joystick 1. Increase / decrease control according to the deceleration operation amount.

Here, when the joystick 1 is tilted in the backward deceleration operation direction, an operation reaction force is applied to the joystick 1 by the acceleration / deceleration operation reaction motor 9 in the same manner as described above. That is, the joystick 1 is tilted in the backward deceleration operation direction, and
When M outputs the deviation signal ΔB, the target acceleration / deceleration reaction force setting unit 4P to which the deviation signal ΔB has been input is
A target deceleration operation reaction force signal BRT for controlling the torque of the acceleration / deceleration operation reaction force motor 9 so as to increase or decrease the operation reaction force according to the magnitude of the deviation signal ΔB is accelerated / decelerated via the input switching unit 4S. Output to the operation reaction motor control signal output unit 4Q. The acceleration / deceleration operation reaction force motor control signal output unit 4
Q is P generated based on the target deceleration operation reaction force signal BRT.
The WM control signal BRP is applied to the acceleration / deceleration operation reaction force motor drive circuit 4
R, and the acceleration / deceleration operation reaction force motor drive circuit 4R outputs PW
The acceleration / deceleration operation reaction force motor 9 is driven by the drive signal BR having a predetermined polarity and a duty ratio based on the M control signal BRP until the deviation signal ΔB converges to zero. Thus, even when the joystick 1 is tilted in the backward deceleration operation direction, the acceleration / deceleration operation reaction force motor 9 operates the joystick 1 until the brake fluid pressure of the brake system (not shown) reaches the target brake fluid pressure. A force is applied, and the operation reaction force gradually decreases from zero according to the deceleration operation amount of the joystick 1 to zero.

Here, in the vehicle driving operation device of one embodiment, the acceleration / deceleration operation reaction force motor is operated by pushing the holding switch 20 with the joystick 1 shown in FIG. By operating the joystick 9, the joystick 1 can be held at an arbitrary acceleration operation position. That is, when the holding switch 20 is pushed while the joystick 1 is tilted forward, the target holding force setting unit 4T of the control means 4 receives the accelerator instruction signal AS from the acceleration / deceleration operation amount sensor 3 and the holding switch. 20 and the holding command signal HS from the control unit 20 is input. Then, the target holding force setting unit 4T holds the accelerator instruction signal AS at the time when the holding command signal HS is input, and sets the spring return force of the return mechanism 16 according to the magnitude of the held value of the accelerator instruction signal AS. A target holding torque signal HT for controlling the torque of the acceleration / deceleration operation reaction force motor 9 so as to increase or decrease the balanced holding force of the joystick 1 is output to the input switching unit 4S. Then, the input switching unit 4S outputs the target holding torque signal HT to the acceleration / deceleration operation reaction force motor control signal output unit 4Q with priority, and the acceleration / deceleration operation reaction force motor control signal output unit 4Q outputs the target holding torque signal HT. The PWM control signal HDP generated based on the output is output to the acceleration / deceleration operation reaction force motor drive circuit 4R. Then, the acceleration / deceleration operation reaction force motor drive circuit 4R drives the acceleration / deceleration operation reaction force motor 9 by the holding drive signal HD having a predetermined polarity and a duty ratio based on the PWM control signal HDP. In this manner, the acceleration / deceleration operation reaction force motor 9 applies a holding force balanced with the spring return force of the return mechanism 16 to the tilt support base 13B via the forward / backward tilt support pin 13C, and the joystick 1 is moved to an arbitrary acceleration operation position. Is held.

Therefore, according to the driving operation device for a vehicle of one embodiment, the joystick 1 is moved to an arbitrary acceleration operation position by a very easy operation of pushing the holding switch 20 provided near the joystick 1. For example, when a cruise running at a constant speed on a highway is performed, the operation fatigue of the driver can be reduced. In addition, since the joystick 1 can be continuously held at an arbitrary operation position in the acceleration operation direction, the acceleration state of the vehicle can be continuously held.

In the vehicle driving operation apparatus according to the embodiment, the joystick 1 is configured so that the forward tilt operation is an acceleration operation and the backward tilt operation is a deceleration operation. May be configured such that a forward tilting operation is a decelerating operation and a backward tilting operation is an accelerating operation.

Although the joystick 1 is configured to be held at an arbitrary acceleration operation position by the holding means, the joystick 1 can be held at an arbitrary deceleration operation position by the same means, or it can be held at an arbitrary left and right position. It can also be held in the steering operation position.

[0060]

As described above, in the driving operation device for a vehicle according to the first aspect of the invention, when the driving operator is operated, the control means sends a drive signal corresponding to the operation amount to the steering actuator and the acceleration actuator. To the actuator for deceleration or the actuator for deceleration. When the steering actuator operates in response to the drive signal, the vehicle is steered according to the operation amount of the driving operator. Similarly, when the acceleration actuator or the deceleration actuator operates according to the drive signal, the vehicle is accelerated or decelerated according to the operation amount of the driving operator. On the other hand, the holding means
The driving operator is held in the operating position as required. Therefore, according to the driving operation device for a vehicle according to the first invention, the driving operator can be held at the operation position by the holding means, and the operation fatigue of the driver can be reduced.

In the driving operation device for a vehicle according to the second invention, when the holding switch is operated in a state where the driving operator is operated, the holding switch outputs a holding command signal of the driving operator, and the holding control of the control means is performed. The unit outputs a predetermined holding drive signal to the operation reaction force actuator. The operation reaction force actuator balances the return force of the return mechanism and holds the driving operator at an arbitrary operation position. Therefore, the second
According to the driving operation device for a vehicle according to the invention of the present invention, the driving operator can be continuously held at an arbitrary operation position by an extremely easy operation of operating the holding switch provided on the driving operator, In addition to reducing the driver's operation fatigue, the driving state of the vehicle can be maintained steplessly and accurately.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle driving operation device according to an embodiment of the present invention.

FIG. 2 is a side view showing a partial cross section of a tilt support mechanism of the joystick (driving operation element) shown in FIG.

FIG. 3 is a plan view showing a partial cross section of a tilt support mechanism of the joystick (driving operation element) shown in FIG. 2;

FIG. 4 is a front view showing the return mechanism shown in FIGS. 2 and 3 as a partial cross section.

FIG. 5 is a block diagram of a control unit shown in FIG. 1;

[Explanation of symbols]

1: joystick (driving operator) 2: steering operation amount sensor 3: acceleration / deceleration operation amount sensor 4: control means 4S: input switching unit 4T: target holding force setting unit 4Q: acceleration / deceleration operation reaction force motor control signal output unit 4R: acceleration / deceleration operation reaction force motor drive circuit 5: steering motor (steering actuator) 6: throttle actuator (acceleration actuator) 7: brake actuator (deceleration actuator) 8: steering operation reaction motor (operation reaction force) 9: Acceleration / deceleration operation reaction force motor (operation reaction force actuator) 13: Tilt support mechanism 15: Return mechanism 16: Return mechanism 20: Holding switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B62D 6/00 B62D 6/00 3J070 F02D 11/02 F02D 11/02 Z G05G 5/12 G05G 5/12 Z // B62D 113: 00 B62D 113: 00 (72) Inventor Osamu Tsurumiya 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technology Laboratory Co., Ltd. (72) Inventor Nobuo Sugitani 1-chuo, Wako-shi, Saitama No.4-1 Inside Honda R & D Co., Ltd. (72) Inventor Masaaki Kono 4-1-1 Chuo, Wako-shi, Saitama F-term inside Honda R & D Co., Ltd. 3D030 DB12 3D032 CC08 DA03 DA04 DA92 DA93 DD17 EC29 3D033 CA17 CA18 CA21 3D037 EA07 EB03 EB17 EC05 EC07 3G065 CA22 DA05 DA06 DA15 FA12 GA00 GA29 GA41 GA46 HA21 HA22 JA02 JA06 JA09 JA11 JA13 KA05 3J070 AA04 AA07 AA24 BA02 BA08 CA07 CA44 CC71 CD01 CD05 CD13 CD15 DA01 EA11

Claims (2)

[Claims] A driving operator for instructing each of a steering operation, an acceleration operation and a deceleration operation of a vehicle, a control means for outputting a driving signal in accordance with an operation amount of the driving operation element, and a drive from the control means. A steering actuator that operates in response to a signal,
A driving operation device for a vehicle including an acceleration actuator and a deceleration actuator, wherein a holding means capable of holding the driving operator in an operation position is provided. 2. The driving operation device for a vehicle according to claim 1, wherein a return mechanism for returning the driving operator to a neutral position of the operation, and applying a reaction force of the operation to the driving operator. And a holding switch capable of outputting a holding command signal to the driving operator as the holding means, and the control means includes a holding switch from the holding switch. In response to the input of the command signal, a holding control unit that outputs a predetermined holding drive signal for holding the driving operator at an arbitrary operation position in balance with the return force of the return mechanism to the operation reaction force actuator. A driving operation device for a vehicle, wherein the driving operation device is provided.