JP2004203261A - In-vehicle operating device and control method of the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-vehicle operating device and a control method of the same that does not cause an error or a change in operability without sacrificing design flexibility. <P>SOLUTION: The operating device has an X-direction control motor 91 and a Y-direction control motor 92 for applying an X-direction reaction force and a Y-direction reaction force to a manual operating unit 70, an acceleration sensor 96 for detecting the acceleration of a vehicle in the X-direction and in the Y-direction and outputting them as X-direction acceleration data and Y-direction acceleration data, respectively, and a control voltage generator unit 95 for generating an X-direction control voltage and a Y-direction control voltage for driving the X-direction control motor 91 and the Y-direction control motor 92 based on the X-direction acceleration data and Y-direction acceleration data inputted from the acceleration sensor 96. The reaction force generated in the X-direction control motor 91 or the Y-direction control motor 92 is transmitted to the manual operating unit 70 by an X-direction control rail 93 and a Y-direction control rail 94 engaged with gears provided to the motors 91 and 92, respectively. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle-mounted operation device for manually operating one or more electronic devices mounted on a vehicle and a control method thereof, and more particularly to a vehicle-mounted operation device having a stick-type operation unit and a control method thereof.
[0002]
[Prior art]
In recent years, many electronic devices such as air conditioners, radios, TVs, CD (compact disc) players, navigation devices, and the like have been mounted on vehicles. However, operating each electronic device using an individually prepared operation panel is extremely dangerous because the driver's attention to driving is reduced.
[0003]
In order to solve such a problem, there is a technique for enabling one or more electronic devices to be operated by a single operation device (for example, see Patent Document 1).
[0004]
Such an operating device generally has a stick-type manual operating section. The user moves the manual operation unit in the two-dimensional direction or the three-dimensional direction to operate the target electronic device.
[0005]
Further, there is a technology for performing an operation of an electronic device using such a stick-type manual operation unit by blind touch, and a technology for allowing an electronic device currently targeted to be confirmed without visual inspection (for example, Patent Document 1). Or refer to Patent Document 2).
[0006]
[Patent Document 1]
JP-A-11-339601 [Patent Document 1]
JP 2001-265456 A
[Problems to be solved by the invention]
In a manual operation unit capable of performing such two-dimensional operation or three-dimensional operation, when the traveling direction or speed changes due to acceleration / deceleration of a vehicle, a curve, or the like, an acceleration G occurs and a force is applied to the operation unit. . For this reason, there arise problems such as a malfunction of the manual operation unit, a change in force required during operation, and a loss of operational feeling.
[0008]
As a method of avoiding such a problem, it is conceivable that the manual operation unit is made of a material that is as light as possible. However, this degrades the degree of freedom of design of the manual operation unit, and aesthetics such as quality and texture. There is a problem that the pursuit of elements is restricted.
[0009]
In addition, a method of supporting the manual operation unit with an elastic member such as a spring, a method of increasing the rotational torque of the manual operation unit, and the like are conceivable. However, this requires a large amount of force for operation, so that a smooth operation feeling is obtained. A problem of being damaged occurs.
[0010]
The present invention has been made in view of such a problem, and an object of the present invention is to provide an in-vehicle operation device and a control method thereof that do not cause a malfunction or a change in operation feeling without impairing the degree of design freedom. .
[0011]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides an in-vehicle operation device mounted on a vehicle for operating at least one or more electronic devices, comprising: an acceleration detection means for detecting an acceleration of the vehicle; A manual operation unit having an operation unit capable of performing various operations; and an operation unit control unit for applying a force to the operation unit in accordance with the acceleration detected by the acceleration detection unit. In this way, by applying a force to the operation unit according to the acceleration, it is possible to prevent the operation unit from moving due to the acceleration and to prevent a change in the force required for the operation, thereby preventing a malfunction and a change in operation feeling. it can. Furthermore, since such an effect can be generated without depending on the material constituting the operation unit, it is possible to prevent the degree of freedom in design from being impaired.
[0012]
Preferably, the in-vehicle operation device is configured such that the operation unit control means applies the force in a direction opposite to the acceleration applied to the operation unit. As a result, the acceleration applied to the operation unit is eliminated, so that a malfunction or a change in operation feeling does not occur.
[0013]
Further, the in-vehicle operation device may be configured, for example, such that the operation unit control unit includes a plurality of motors that apply forces to the operation unit in different directions.
[0014]
Further, in the in-vehicle operation device, for example, the operation unit control means calculates an integral value of a change amount of the acceleration detected by the acceleration detection means during a predetermined period, and if the integral value is equal to or more than a predetermined value, The operation unit may be configured to be fixed. As described above, when the acceleration generated in the vehicle is due to vibration, the operation unit may be configured to be fixed.
[0015]
Further, the present invention is a method for controlling an in-vehicle operation device for controlling a manual operation unit mounted on a vehicle and to which a force generated by a motor is applied, comprising: a first step of detecting an acceleration of the vehicle; Generating a control voltage for driving the motor based on the acceleration detected in the first step, and inputting the control voltage generated in the second step to the motor And a third step. As described above, by applying a force to the operation unit according to the acceleration, it is possible to prevent the manual operation unit from moving due to the acceleration and to prevent a change in the force required for the operation, thereby preventing a malfunction or a change in operation feeling. Can be prevented. Furthermore, since such an effect can be generated without depending on the material constituting the manual operation unit, it is possible to avoid a loss of design flexibility.
[0016]
Also, the control method is preferably configured such that the second step generates the control voltage for causing the motor to generate a reaction force for canceling the acceleration. As a result, the acceleration applied to the operation unit is eliminated, so that a malfunction or a change in operation feeling does not occur.
[0017]
The control method may further include, for example, a fourth step of calculating an integrated value of a change amount of the acceleration detected in the first step during a predetermined period, and a step of calculating the integrated value calculated in the fourth step by a predetermined value. And a fifth step of determining whether or not the integral value is equal to or greater than a predetermined value. If the second step is the fifth step and the integrated value is equal to or greater than the predetermined value, the manual operation unit is fixed. To generate the control voltage for causing the motor to generate a force for performing the control. As described above, when the acceleration generated in the vehicle is due to vibration, the operation unit may be configured to be fixed.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a sectional view showing a configuration of a vehicle-mounted operation device 1 according to an embodiment of the present invention.
[0019]
As shown in FIG. 1, the in-vehicle operation device 1 includes a manual operation unit 70 having a knob 71 on a top for a user to operate, a housing 10 for housing a mechanical part of the manual operation unit 70, and a housing 10. , An XY table 20 for two-dimensionally operating the manual operation unit 70, and an engagement pin 30 for engaging the manual operation unit 70 with the guide groove 41 of the guide plate 40. A guide plate 40 provided with a guide groove 41 for guiding a two-dimensional operation, a solenoid 50 for driving the guide plate 40, and a stick controller 60 for detecting the position of the manual operation unit 70. It is configured.
[0020]
In this configuration, the housing 10 is formed on a rectangular tube capable of storing the XY table 20, the engagement pins 30, the guide plate 40, the solenoid 50, and the stick controller 60, and has therein the guide plate 40 and the stick. A partition plate 12 for holding the controller 60 is provided. The partition plate 12 has a through hole 13 through which the drive shaft 51 of the solenoid 50 passes. In addition, a through hole 14 is formed in the panel unit 11 provided on the upper side of the housing 10 to penetrate a connection shaft 150 that connects the manual operation unit 70 and the XY table 20.
[0021]
Next, the XY table 20 in the above configuration will be described in detail with reference to FIG. FIG. 2A is a sectional view taken along line AA in FIG. FIG. 2C is a cross-sectional view taken along the line BB of FIG. As shown in FIGS. 2A and 2B, the XY table 20 is fixed to the X-direction slider block 21 in which the connecting shaft 150 of the manual operation unit 70 is inserted, and the inside of the X-direction slider block 21. The two Y-direction guide rods 24 and 25 are penetrated, and a Y-direction slide block 26 slidably provided in the Y direction is provided inside the housing 20A. The X-direction slider block 21 is in contact with the inner wall of the housing 20A so as to be slidable in the X direction, and is engaged with the inner wall of the housing 20A so as to be slidable in the Y direction. The slide in the X direction is enabled by the inset of 22, 22. Further, the slide block 21 for the X direction is provided with a through hole 29 into which the connecting shaft 150 is slidably inserted in the Y direction. Further, each of the guide rods 22, 23, 24, and 25 has a center return for urging the center of the slider block 21 for the X direction and the slider block 26 for the Y direction, that is, the connecting shaft 150, in a direction that always matches the reference position. A spring 27 is provided as a mechanism. Furthermore, the Y-direction slide block 26 has a connecting portion 28 to which the operation lever 61 of the stick controller 60 is fixed. By combining such an XY table 20 and the connecting part 150, the knob 71 provided on the upper part of the connecting part 150 can be moved in the two-dimensional XY directions.
[0022]
In such a configuration, the slide blocks 21 and 26 apply a reaction force to the manual operation unit 70 to cancel the acceleration generated in the system in the vehicle, as described in detail later. An X-direction control motor 91, a Y-direction control motor 92, and an X-direction control rail 93 and a Y-direction control rail 94 that are respectively engaged with gears provided therein are provided. Further, a control voltage generated by a control voltage generator 95 based on an acceleration detected by an acceleration sensor 96 described later is input to each of the motors 91 and 92.
[0023]
In addition, an engagement pin 30 is provided below the connecting portion 150 in FIG. A small-diameter ball 31 is housed at the tip of the engagement pin 30 so as to be vertically movable, and is constantly urged downward by a spring 32 provided in the engagement pin 30. The small-diameter ball 31 is set so that a part thereof protrudes downward by the tip of the engagement pin 30, and is elastically brought into contact with the bottom surface of the guide groove 41 formed in the guide plate 40.
[0024]
Next, the shape of the guide plate 40 will be described below with reference to FIG. On the upper surface of the guide plate 40, as shown in FIG. 3 (a), three vertical grooves 41a, 41b, 41c and one central part connecting the central portions of the three vertical grooves 41a, 41b, 41c. A guide groove 41 composed of a lateral groove 41d is inscribed. As shown in FIG. 3B, shallow arc-shaped depressions 42 are formed in the bottoms of the ends and the center of the grooves 41a, 41b, 41c, 41d. FIG. 3B is a cross-sectional view taken along line CC of FIG. 3A.
[0025]
As shown in FIG. 1, such a guide plate 40 is vertically movably mounted on the upper surface of the partition plate 12, and is connected to a drive shaft 51 of a solenoid 50. Further, a spring 43 for constantly urging the guide plate 40 upward is interposed between the guide plate 40 and the upper surface of the partition plate 12. Therefore, the guide plate 40 is always moved upward by the elastic force of the spring 43 when the solenoid 50 is not energized, and is moved downward by the magnetic force of the solenoid 50 when the solenoid 50 is energized.
[0026]
The height position of the guide plate 40 when the solenoid 50 is not energized is such that the engagement pin 30 is engaged in the guide groove 41 and the small-diameter ball 31 provided at the tip end of the engagement pin 30 is spring-loaded. It is set at a height position at which it can elastically contact the bottom surface of the guide groove 41 by the elastic force of 32. The height position of the guide plate 40 when the solenoid 50 is energized is set to a height at which the engagement between the guide groove 41 and the engagement pin 30 can be released.
[0027]
The stick controller 60 in FIG. 1 is mounted on the partition plate 12, and its operation lever 61 is slidably connected to the connecting portion 28 provided on the Y-direction slide block 26 of the XY table 20. As the stick controller 60, any known stick controller can be used. However, since the stick controller 60 has a simple structure and high position detection accuracy, as shown in FIG. A lever 61, a conversion unit 65 that converts the inclination direction of the operation lever 61 into rotation amounts of two rotating bodies 63 and 64 disposed at right angles to each other, and an electric signal indicating the rotation amounts of the two rotating bodies 63 and 64. It is particularly preferable to use two rotary variable resistors (encoders) 66 and 67 for converting the variable resistance into two.
[0028]
The manual operation unit 70 in FIG. 1 has, for example, one or more switches (not shown) on an upper knob 71. When the switch is clicked while being two-dimensionally operated in the XY directions by the above mechanism. A desired operation for the electronic device is input.
[0029]
As described above, the in-vehicle operation device 1 according to the present embodiment includes a manual operation unit that selectively selects a desired electronic device to be operated from one or more electronic devices mounted on the vehicle, Display means for displaying the name of the electronic device selected by the means and the contents of the operation by the in-vehicle operation device 1 and a computer provided in a console box for controlling these devices are combined to provide required functions. Demonstrate.
[0030]
Next, a configuration and an operation for applying a reaction force for canceling the acceleration generated in the system in the vehicle to the manual operation unit 70 will be described in detail below with reference to the drawings. FIG. 5 is a block diagram illustrating a schematic configuration of the operation unit control device 90 for applying a reaction force to cancel the acceleration to the manual operation unit 70 in the present embodiment.
[0031]
As shown in FIG. 5, the operation unit control device 90 includes an X direction control motor 19 and a Y direction control motor 92 for applying an X direction reaction force and a Y direction reaction force to the manual operation unit 70, The acceleration sensor 96 detects the acceleration in the X direction and the acceleration in the Y direction, and outputs the acceleration data as the X-direction acceleration data and the Y-direction acceleration data, respectively. A control voltage generator 95 for generating an X-direction control voltage and a Y-direction control voltage for driving the X-direction control motor 91 and the Y-direction control motor 92 based on the direction acceleration data. Have been. The reaction force generated by the X-direction control motor 91 or the Y-direction control motor 92 is manually transferred by an X-direction control rail 93 and a Y-direction control rail 94 respectively engaged with gears provided on the motor. It is transmitted to the operation unit 70.
[0032]
The X-direction control voltage and the Y-direction control voltage generated at this time will be described with reference to FIG. When the vehicle is stopped or moving without a change in speed, no acceleration occurs in the system in the vehicle. Therefore, the force required to operate the knob 71 of the manual operation unit 70 in the X direction or the Y direction is, as shown in FIG. The target is in the plus and minus directions of the Y) axis. Here, for example, when the vehicle turns right, the force required to operate the knob 71 of the manual operation unit 70 in the X direction changes as shown in FIG. 9B. That is, when the vehicle turns right, centrifugal force (acceleration) is applied to the knob 71 in the left direction (negative direction on the X axis). For this reason, a force offset occurs in the left direction (−X direction) with respect to the knob 71. In the present embodiment, in order to cancel the offset of the force, the acceleration is detected by the acceleration sensor 96, and a reaction force for canceling the acceleration is generated in the X-direction control motor 91. Thereby, the force for operating the knob 71 returns to the state shown in FIG. 9A (a state in which there is no stop or speed change), and the user can smoothly operate the knob 71 without feeling uncomfortable. Become. Note that this is the same in the Y direction, and the same can be applied to the acceleration generated during left turning and acceleration / deceleration.
[0033]
Further, the control voltage generator 95 stores in advance a control voltage (X direction control voltage, Y direction control voltage) generated for the acceleration (X direction acceleration data, Y direction acceleration data) in a predetermined table (memory). In addition, based on the X-direction acceleration data and the Y-direction acceleration data input from the acceleration sensor 96, the X-direction control voltage and the Y-direction control voltage are output with reference to the data.
[0034]
Next, the operation of the in-vehicle operation device 1 will be described in detail with reference to a flowchart.
[0035]
FIG. 6 is a flowchart showing the operation of the in-vehicle operation device 1. In FIG. 6, first, when the acceleration detected from the acceleration sensor 96 is input (step S101), the control voltage generator 95 changes the vector value of the input acceleration before a predetermined period (for example, 5 seconds). The amount is integrated, and the integrated value of the amount of change per predetermined period is calculated (step S102).
[0036]
In the above description, the control in the case where the vehicle makes a right / left turn or accelerates (including starting) or decelerates has been described. It is also possible to control the manual operation unit 70 (knob 71) to be temporarily fixed when vibration occurs. This is because the control voltage generator 95 detects a vibration based on the X-direction acceleration data and the Y-direction acceleration data input from the acceleration sensor 96 and, when the vibration having a predetermined amplitude or more is generated, the X-direction control motor. This is realized by controlling both the motor 91 and the Y-direction control motor 92 at the same time to generate a force in the direction for fixing the manual operation unit 70.
[0037]
Next, the control voltage generator 95 determines whether the vehicle has a vibration of a predetermined amplitude or more, or whether a curve or acceleration due to acceleration / deceleration has occurred, based on the integrated value calculated in step S102 ( In step S103), when the vibration is generated (Yes in step S103), a predetermined X-direction control voltage and a predetermined Y-direction control voltage for fixing the manual operation unit 70 are generated, and these are generated in the X-direction. The output is sent to the control motor 91 and the Y-direction control motor 92, respectively (step S104). On the other hand, as a result of the determination in step S103, when it is determined that vibration having a predetermined amplitude or more has not occurred, that is, that acceleration due to a curve or acceleration / deceleration has occurred (No in step S103), control voltage generation is performed. The device 95 generates an X-direction control voltage and / or a Y-direction control voltage for canceling the detected acceleration in accordance with the detected acceleration and outputs the generated voltage to the X-direction control motor 91 and / or the Y-direction control motor 92. (Step S105).
[0038]
Further, a change in force required to operate the manual operation unit 70 by the control according to the present embodiment will be described in detail with reference to FIG. For the sake of simplicity, FIG. 7 focuses on the case where the vehicle turns right. However, the same applies to the case where the vehicle turns left or accelerates / decelerates.
[0039]
First, when the vehicle is stopped or performing inertial motion, no acceleration is generated. Therefore, the force for operating the manual operation unit 70, that is, the force F required for the user to move the knob 71 is shown in FIG. As shown in a), it is symmetric with respect to the reference position (origin O).
[0040]
In such a situation, when the vehicle turns right, for example, the force F for operating the knob 71 shifts to the left as shown in FIG. 7B. That is, the trajectory shifts in the vertical direction by the centrifugal force acting in the vertical direction with respect to the tangent to the trajectory of the turn.
[0041]
In the present embodiment, in order to eliminate such a shift, a reaction force against the acceleration is applied to the manual operation unit 70 based on the acceleration detected by the acceleration sensor 96. Thus, as shown in FIG. 7C, the shift of the force F due to the turning is eliminated, and the same operational feeling as in the normal state (a) is realized.
[0042]
As described above, according to the embodiment of the present invention, since the reaction force for canceling the acceleration generated in the vehicle is applied to the manual operation unit 70, when the knob 71 is operated, The required force is prevented from changing, and the manual operation unit 70 can be prevented from malfunctioning due to such acceleration. Further, with the configuration in which the reaction force for canceling the acceleration is applied to the manual operation unit 70, even if this (particularly, the knob 71) is made of, for example, a heavy material, it is possible to prevent a change in the force required for the operation and a malfunction. That is, the manual operation unit 70 can be designed with a degree of freedom. Further, when a relatively large vibration occurs, the knob 71 is configured to be temporarily fixed, so that a malfunction due to such vibration can be prevented.
[0043]
It should be noted that the above-described embodiment is merely an example of implementing the present invention, and the present invention is not limited thereto, and can be variously modified and implemented without departing from the scope of the claims. .
[0044]
Further, in the above-described embodiment, an example has been described in which the manual operation unit 70 is configured to be operated by the XY table 20 in parallel with the horizontal plane. However, the present invention is not limited to this. The same can be applied to the case where one point is fixed to the axis and the knob 71 is operated so as to draw an arc on a sphere centered at this point.
[0045]
【The invention's effect】
As described above, according to the present invention, since the reaction force for canceling the acceleration generated in the vehicle is applied to the manual operation unit, the force required when operating the knob changes. And the malfunction of the manual operation unit 70 due to such acceleration can be prevented. Further, with the configuration in which the reaction force for canceling the acceleration is applied to the manual operation unit 70, even if this (particularly, the knob 71) is made of, for example, a heavy material, it is possible to prevent a change in the force required for the operation and a malfunction. That is, the manual operation unit 70 can be designed with a degree of freedom. Further, when a relatively large vibration occurs, the knob 71 is configured to be temporarily fixed, so that a malfunction due to such vibration can be prevented.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view illustrating a configuration of a vehicle-mounted operation device 1 according to an embodiment of the present invention.
FIGS. 2A and 2B are diagrams showing a configuration of an XY table 20 in FIG. 1, wherein FIG. 2A is a cross-sectional view taken along the line AA in FIG. 1, and FIG.
3A and 3B are diagrams illustrating a configuration of a guide rail 40 in FIG. 1, wherein FIG. 3A is a top view of the guide rail 40, and FIG. 3B is a cross-sectional view taken along line CC of FIG.
FIG. 4 is a perspective view showing a configuration of a stick controller 60 in FIG.
FIG. 5 is a block diagram showing a schematic configuration of an operation unit control device 95 according to an embodiment of the present invention.
FIG. 6 is a flowchart illustrating an operation of the operation unit control device 95 according to the embodiment of the present invention.
FIGS. 7A and 7B are diagrams for explaining an effect according to the embodiment of the present invention, wherein FIG. 7A shows a force required for operation when no acceleration is generated in the vehicle, and FIG. (C) shows the force required for the operation when the influence of the acceleration generated on the vehicle is eliminated according to the embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 In-vehicle operation device 10, 20A, 62 Case 11 Panel part 12 Partition plate 13, 14, 29 Through-hole 20 XY table 21 X-direction slider block 22, 23 X-direction guide rod 24, 25 Y-direction guide rod 26 Slider blocks 27, 32, 43 for Y direction Spring 28 Connecting portion 30 Engagement pin 31 Ball 40 Guide plate 41 Guide groove 41a, 41b, 41c Vertical groove 41d Horizontal groove 42 Depression 50 Solenoid 51 Drive shaft 60 Stick controller 61 Operating lever 63 , 64 Rotating body 65 Converter 66, 67 Rotary variable resistor (encoder)
Reference Signs List 70 Manual operation unit 71 Knob 91 X-direction control motor 92 Y-direction control motor 93 X-direction control rail 94 Y-direction control rail 96 Acceleration sensor 95 Control voltage generator 90 Operation unit controller 150 Connecting shaft

Claims (7)

A vehicle-mounted operating device mounted on a vehicle for operating at least one or more electronic devices,
Acceleration detection means for detecting the acceleration of the vehicle;
Manual operation means having an operation unit capable of two-dimensional operation;
An operation unit control unit that applies a force to the operation unit in accordance with the acceleration detected by the acceleration detection unit. The in-vehicle operation device according to claim 1, wherein the operation unit control means applies the force in a direction opposite to the acceleration applied to the operation unit. The in-vehicle operation device according to claim 1, wherein the operation unit control unit includes a plurality of motors that apply forces to the operation unit in different directions. The operation unit control unit calculates an integral value of a change amount of the acceleration detected by the acceleration detection unit for a predetermined period, and fixes the operation unit if the integral value is equal to or more than a predetermined value. The in-vehicle operation device according to any one of claims 1 to 3. A control method of a vehicle-mounted operation device for controlling a manual operation unit mounted on a vehicle and to which a force generated by a motor is applied,
A first step of detecting vehicle acceleration;
A second step of generating a control voltage for driving the motor based on the acceleration detected in the first step;
And a third step of inputting the control voltage generated in the second step to the motor. 6. The control method according to claim 5, wherein the second step generates the control voltage for causing the motor to generate a reaction force for canceling the acceleration. A fourth step of calculating an integral value of a change amount of the acceleration detected in the first step during a predetermined period;
A fifth step of determining whether or not the integrated value calculated in the fourth step is equal to or more than a predetermined value,
In the second step, when the integrated value is equal to or more than the predetermined value in the fifth step, the control voltage for generating a force for fixing the manual operation unit to the motor is generated. The control method according to claim 5, wherein

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