JP7117269B2 - Vehicle driving training device - Google Patents

Description

The present invention relates to a vehicle driving training device.

The driving training device for a vehicle can improve the sense of realism to the extent that it gives trainees an operation feeling similar to that of an actual vehicle, which is desirable because it encourages them to acquire driving skills. In this regard, the technology described in Patent Document 1 below proposes a configuration in which a steering reaction force similar to that of an actual vehicle is applied to the steering wheel by the output of a hollow electric motor arranged around the steering shaft.

JP-A-11-126018

However, although the technique described in Patent Document 1 applies the steering reaction force by the electric motor as described above, the AT lever is configured so that the operation load can be adjusted so as to give the trainee a feeling of operation similar to that of an actual vehicle. It did not have a select mechanism.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to solve the above-described problems and to provide a driving training device for a vehicle, which is provided with an AT lever select mechanism capable of adjusting the operation load, so as to provide a feeling of operation more similar to that of a real vehicle. It is in.

In order to achieve the above object, the present invention provides a driving training device for a vehicle that includes an AT lever select mechanism that selects a position according to the operation of a select lever, the AT lever select mechanism comprising: A transmission bar connected to the select lever and formed with a plurality of grooves according to the position, and the transmission bar is sandwiched between a spherical washer and a spring while the spherical side of the spherical washer is in contact with the groove. and a load setting mechanism having an adjusting portion capable of adjusting the load of the spring , wherein the load setting mechanism passes through the spherical washer sandwiching the transmission bar and the spring together with the transmission bar. and a nut screwed to the double bolt, and the pressing force of the transmission bar is adjusted by adjusting the screwed position of the nut .

1 is a side view of a vehicle driving training device according to an embodiment of the present invention; FIG. FIG. 2 is a schematic diagram showing the configuration of an electronic control unit of the apparatus in FIG. 1; FIG. 2 is a longitudinal sectional view of the steering gear box of the steering shaft of the device of FIG. 1; FIG. 4 is a side view of the steering gear box of FIG. 3 as seen from the right side of the drawing; FIG. 5 is a side view of the steering gear box of FIG. 4 as viewed from below; FIG. 6 is a sectional view taken along the line VI-VI of FIG. 5; FIG. 5 is a cross-sectional view showing the steering gear box of FIG. 4 developed along line VII-VII; FIG. 4 is an explanatory diagram showing a return torque of the steering shaft in FIG. 3 and a range of gear backlash; FIG. 4 is an explanatory diagram showing the characteristics of return torque with respect to the rotation angle of the steering shaft shown in FIG. 3; FIG. 4 is an explanatory diagram showing the characteristics of the vehicle speed response torque of the steering shaft of FIG. 3 with respect to the vehicle speed; 1. It is a longitudinal cross-sectional view of the brake reaction force generation mechanism near the brake pedal of the apparatus of FIG. FIG. 12 is an enlarged view of a main portion of the brake reaction force generating mechanism of FIG. 11; FIG. 2 is a side view of the AT lever select mechanism of the device of FIG. 1; FIG. 14 is a cross-sectional view of the main part of the AT lever select mechanism of FIG. 13;

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments for carrying out a vehicle driving training device according to the present invention will be described below with reference to the accompanying drawings.

1 is a side view of the vehicle driving training device, FIG. 2 is a schematic diagram showing the configuration of the electronic control unit of the device of FIG. 1, FIG. 3 is a longitudinal sectional view of the steering gear box of the device of FIG. 1, and FIG. 5 is a side view of the steering gear box of FIG. 4 when viewed from the right side in the figure, FIG. 6 is a sectional view along the line VI-VI of FIG. 7 is a sectional view showing the steering gear box of FIG. 4 developed along line VII--VII.

As shown, the vehicle driving training device 10 according to the embodiment includes a steering shaft 16 connected to a steering wheel 14 arranged near a seat 12 on which a trainee (not shown) can sit, and a steering wheel 14 A steering range restricting mechanism 20 that restricts the steering range in the left and right steering directions of the steering shaft 16 by the rotational operation of the steering shaft 16, and an electric motor 22 that can apply a steering reaction force in a direction opposite to the left and right steering directions of the steering shaft 16. In addition, a frictional force applying mechanism 24 capable of applying a frictional force to the steering in the left and right steering directions of the steering shaft 16 is provided. The vehicle driving training device 10 is placed, for example, on the floor surface F of a room in a driving school.

A steering wheel 14 is arranged near the seat 12 so as to be operable (rotatable) by the trainee, and a steering shaft 16 connected to the steering wheel 14 is a steering gear box that functions as a steering column as shown in FIG. 26.

As shown in FIGS. 3 to 7, in the steering gear box 26, the steering range restricting mechanism 20 includes a stopper shaft 20b connected to the steering shaft 16 via a gear 16a and a first gear (stopper shaft gear) 20a, a stopper It consists of a nut 20c attached to the shaft 20b and at least two stoppers 20d projecting from the wall surface of the steering gear box 26 from the vicinity of the stopper shaft 20b so as to contact the nut 20c on both sides of the nut 20c.

As shown in FIGS. 3 and 6, the nut 20c has a rectangular shape (square shape), and abuts on the stoppers 20d on both sides, so that the steering range of the steering shaft 16 in the left and right steering directions (2.5 rotations each to the left and right) is increased. ) of the stopper 20d, that is, at a position corresponding to the origin position of the steering shaft 16 (central position of left-right rotation, θ0 in FIG. 8).

The nut 20c is fixed to the plunger mounting plate 24a via the bolt 20c1, and the plunger mounting plate 24a is provided with the frictional force imparting mechanism 24. As shown in FIG. The frictional force applying mechanism 24 consists of a ball plunger 24b.

The ball plunger 24b comprises a cylindrical plunger body 24b1, a ball 24b2 arranged at the tip of the plunger body 24b1, and a spring (not shown) housed inside the plunger body 24b1 and biasing the ball 24b2 outward. and is attached to the plunger mounting plate 24a with a nut 24b3.

The electric motor 22 is composed of a DC motor or the like, and is connected to the gear 16a of the steering shaft 16 via a second gear (motor gear) 22a. That is, as shown in FIGS. 4 and 7, the steering gear box 26 includes an electric motor 22 connected to the steering shaft 16 via a second gear (motor gear) 22a, and a first gear (stopper shaft gear) 20a. The stopper shaft 20b connected via the shaft is arranged in parallel.

More specifically, as shown in FIG. 5, the plunger body 24c1 is positioned at the center of the mounting plate 24a in the axial direction of the steering shaft 16 (stopper shaft 20b), and the nut 20c is positioned at the center of the stopper 20d. , in other words, the plunger body 24b1 is attached to the mounting plate 24a so that the steering shaft 16 is at a position corresponding to the origin position (central position of left-right rotation: .theta.0).

3, the other end of the plunger body 24b1 is attached to the mounting plate 24a with a nut 24b3, and the ball 24b2 biased by the spring comes into contact with the inner wall surface of the steering gear box 26 so that the steering shaft 16 is moved. While the nut 20c is moving between the stoppers 20d, a frictional force is applied to prevent the steering shaft 16 from rattling due to the backlash of the first gear 20a and the second gear 22a. Incidentally, reference numeral 24b4 in FIG. 6 denotes a friction receiving guide.

When the electric motor 22 is operated as described later, the electric motor 22 applies a steering reaction force to the steering shaft 16 via the second gear 22a and the gear 16a in directions opposite to the left and right steering directions. A rotation angle sensor 30 consisting of a rotary encoder is attached to one end of the electric motor 22 to detect the rotation angle of the steering shaft 16 .

As shown in FIG. 1, an accelerator pedal 32 and a brake pedal 34 that can be operated by the trainee are arranged near the tip of a steering gear box 26 that houses the steering shaft 16 .

As shown in FIGS. 1 and 2, the vehicle driving training device 10 is an electronic control unit (hereinafter referred to as "ECU") that controls the steering reaction force of the electric motor 22 based on the values detected by the rotation angle sensor 30 and the like. ) 36. Although not shown in detail, the ECU 36 is composed of a microcomputer having a microprocessor (CPU) and memory (ROM, RAM, etc.).

While watching the image showing the driving situation displayed on the monitor 40 (FIG. 1) arranged above the steering gear box 26, the trainee steers the steering wheel 14 and, if necessary, presses the accelerator pedal 32 and the brake pedal 34. to operate. A driving training simulator is built in the memory of the ECU 36, and the image on the monitor 40 is output according to the driving training simulator of the ECU 36.

As shown in FIG. 2, the ECU 36 includes a vehicle speed calculation unit 36a that calculates a vehicle speed (virtual vehicle speed) according to the trainee's operation of the accelerator pedal 32 and the brake pedal 34, and a rotation angle of the steering shaft 16 that is detected. A torque calculation unit 36b calculates a return torque for returning the steering shaft 16 to the origin position based on the control unit 36a, and calculates a vehicle speed response torque based on the vehicle speed calculated by the vehicle speed calculation unit 36a (in other words, the ECU 36 functions as a vehicle speed calculation unit 36a and a torque calculation unit 36b according to instructions stored in the memory).

The ECU 36 controls the steering reaction force of the electric motor 22 from the return torque calculated by the torque calculation section 36b and the vehicle speed response torque. FIG. 8 is an explanatory diagram showing the return torque of the steering shaft 16 and the gear backlash range, FIG. 9 is an explanatory diagram showing the characteristics of the return torque Tm with respect to the rotation angle of the steering shaft 16, and FIG. FIG. 5 is an explanatory diagram showing characteristics of torque Tm1;

The torque calculation unit 36b calculates the return torque Tm based on the characteristics shown in FIG. It is calculated so that it increases as it increases and becomes constant after reaching a predetermined angle.

10, the torque calculation unit 36b calculates the vehicle speed response torque Tm1 according to a first characteristic a that increases as the calculated vehicle speed increases until the calculated vehicle speed reaches a predetermined vehicle speed V1. At the same time, after reaching the predetermined speed, calculation is performed according to the second characteristic b, which has a smaller rate of increase than the first characteristic a.

Based on the above, the ECU 36 controls the steering shaft 16 to generate a steering reaction force that returns the steering shaft 16 to the origin position (θ0 in FIG. 8) based on the return torque Tm calculated by the torque calculation unit 36b and the vehicle speed response torque Tm1. It controls the operation of motor 22 . The ECU 36 controls the operation of the electric motor 22 so as not to generate a steering reaction force when the rotation of the steering shaft 16 is within a predetermined rotation range (gear backlash range) .theta. shown in FIG.

Returning to the description of FIG. 1 , the vehicle driving training device 10 includes a brake reaction force generating mechanism 44 that generates a reaction force according to the operation of the brake pedal 34 .

11 is a vertical cross-sectional view of the brake reaction force generating mechanism 44 of the apparatus of FIG. 1, and FIG. 12 is an enlarged view of a main portion of the brake reaction force generating mechanism 44 of FIG.

As shown, the brake reaction force generating mechanism 44 includes a piston 44a connected to the brake pedal 34 and a cylinder 44b that slidably accommodates the piston 44a. A plurality of springs 44c having different loads (specifically, two springs (compression coil springs) 44c1 and 44c2) and a shock absorber 44d are interposed. A piston plate 44a1 having a large diameter is formed in the vicinity of the cylinder 44b of the piston 44a, and the piston plate 44a1 is slidably accommodated in the cylinder.

A brim-shaped partition plate 44d1 is attached to the shock absorber 44d. Specifically, the partition plate 44d1 is formed with a through hole in the center, and the partition plate 44d1 is attached to the shock absorber 44d by inserting the shock absorber 44d into the through hole.

Two springs (compression coil springs) are a low-load spring 44c1 interposed between the piston 44a and the partition plate 44d1 of the shock absorber 44d, and another between the partition plate 44d1 of the shock absorber 44d and the bottom surface 44b1 of the cylinder 44b. and a high-load spring 44c2 inserted in the .

Although not shown in detail, the shock absorber 44d is a hydraulic shock absorber composed of a piston slidably accommodated in a cylinder filled with pressurized oil.

As a result, as shown in FIG. 12, the brake reaction force generating mechanism 44 moves to a position where the piston 44a comes into contact with the low load spring 44c1 in response to the trainee's stepping on the brake pedal 34, thereby generating the reaction force of the low load spring 44c1. and a second region (B region) in which the reaction force is generated by the low load spring 44c1 and the shock absorber 44d by moving to a position where it contacts the end 44d2 of the shock absorber 44d. , the shock absorber 44d is pushed and the partition plate 44d1 of the shock absorber 44d moves to a position where it abuts against the high load spring 44c2 to generate the reaction force of the high load spring 44c2. configured to generate force.

Region A expresses the play portion of the brake pedal 34 only by the reaction force of the low load spring 44c1, Region B expresses the reaction force of the hydraulic brake of the low load spring 44c1 and the shock absorber 44d, and Region C expresses the reaction force of the shock absorber 44d. The partition plate 44d1 hits the high-load spring 44c2 and further stepping load can be expressed.

With the configuration described above, the brake reaction force generating mechanism 44 can realize the same actuation force (depression load) as that of the actual vehicle.

Returning to the description of FIG. 1, the vehicle driving training device 10 includes an AT lever select mechanism 50 that selects a position according to the operation of a select lever 52 by a trainee.

13 is a side view of the AT select lever 52 to which the AT lever select mechanism 50 of the device of FIG. 1 is connected, and FIG.

13 and 14, the AT lever select mechanism 50 is connected to a select lever 52 and has a plurality of grooves 50a1 corresponding to positions including at least SDNRP. and a load setting mechanism 50b. The load setting mechanism 50b presses the transmission bar 50a with a spherical washer 50b1 and a spring 50b2, and has an adjusting portion 50b3 capable of adjusting the load of the spring 50b2.

As shown in FIG. 14, the adjusting portion 50b3 comprises a spherical washer 50b1, a spring 50b2, an elongated double bolt 50b31 passing through the transmission bar 50a, and a nut 50b32 screwed to the double bolt 50b31. By changing the position in the vertical direction in FIG. 14, the pressing force of the transmission bar 50a can be adjusted.

Here, as shown in FIG. 14, in the load setting mechanism 50b, the spherical washer 50b1 is attached to the double bolt 50b31 so that its spherical side abuts against the groove 50a1 of the transmission bar 50a. 14 in accordance with the operation of the select lever 52, the transmission bar 50a is lifted upward in FIG. 14 when the spherical washer 50b1 gets over the groove 50a1. At this time, by adjusting the screwing position of the nut 52b32 of the adjusting portion 50b3 of the load setting mechanism 50b, it is possible to achieve the same operating force (operating load) as that of the actual vehicle.

Further, the transmission bar 50a is connected to a select lever 52 and has an analog sensor 54 attached at one end thereof for outputting a position signal corresponding to the selected position. The position is configured to include at least SDNRP. Analog sensor 54 is connected to select lever 52 via mounting pin 56 .

Analog sensor 54 is output to ECU 36 shown in FIG.

As described above, in this embodiment, the vehicle driving training device 10 includes the AT lever select mechanism 50 that selects the position according to the operation of the select lever 52, and the AT lever select mechanism 50 is A transmission bar 50a connected to the select lever 52 and formed with a plurality of grooves 50a1 corresponding to the position, and a spherical washer 50b1 and a spring 50b2 contact the transmission bar 50a against the spherical side of the spherical washer 50b1. The load setting mechanism 50b has an adjusting portion 50b3 capable of adjusting the load of the spring 50b2 while pressing the spring 50b2. By providing it, it is possible to give the trainee a feeling of operation or operation similar to that of an actual vehicle.

Further, the transmission bar 50a is connected to the select lever 52, and at one end thereof, an analog sensor 54 for outputting a position signal corresponding to the selected position is attached. When the driving training is performed by the driving training simulator built in the memory of the driver, the driving training can be performed accurately.

Further, since the positions are configured to include at least SDNRP, in addition to the above effects, when driving training is performed by a driving training simulator built in the memory of the ECU 36, for example, It is possible to provide the trainee with a feeling of operation or operation similar to that of an actual vehicle, so that driving training can be carried out more accurately.

Further, the analog sensor 54 is output to an electronic control unit (ECU) 36, and driving training is performed by a driving training simulator built in the electronic control unit 36. When driving training is performed by a driving training simulator built in a memory or the like, it is possible to give trainees a feeling of operation or operation similar to that of an actual vehicle, so that driving training can be performed more accurately.

In the above description, the vehicle driving training device 10 is merely an example, and various modifications such as adding a vehicle body in addition to the seat are possible.

10 vehicle driving training device, 12 seat, 14 steering wheel, 16 steering shaft, 20 steering range restriction mechanism, 20a first gear, 20b stopper shaft, 20c nut, 20d stopper, 22 electric motor, 22a second gear, 24 friction force applying mechanism, 24a mounting plate, 24b ball plunger, 24b1 plunger body, 24b2 ball, 24b3 nut, 26 steering gear box (steering column), 30 rotation angle sensor, 32 accelerator pedal, 34 brake pedal, 36 electronic control unit (ECU ), 36a vehicle speed calculation unit, 36b torque calculation unit, 40 monitor, 44 brake reaction force generation mechanism, 44a piston, 44b cylinder, 44c, 44c1, 44c2 spring, 44d shock absorber, 44d1 partition plate, 44d2 end, 50 AT lever Select mechanism, 50a transmission bar, 50b load setting mechanism, 50b1 spherical washer, 50b2 spring, 50b3 adjustment part, 50b31 double bolt, 50b32 nut, 52 select lever, 54 analog sensor

Claims (4)

A driving training device for a vehicle provided with an AT lever select mechanism for selecting a position according to the operation of a select lever, wherein the AT lever select mechanism
a transmission bar connected to the select lever and formed with a plurality of grooves corresponding to the position;
a load setting mechanism comprising a spherical washer and a spring that presses the transmission bar by sandwiching the spherical washer with the spherical side of the spherical washer in contact with the groove ; ,
The load setting mechanism has a double bolt that passes through the spherical washer and the spring sandwiching the transmission bar together with the transmission bar, and a nut that is screwed to the double bolt. A driving training device for a vehicle, characterized in that the pressing force of the transmission bar can be adjusted by adjustment . 2. The vehicle driving training device according to claim 1, wherein said transmission bar is connected to said select lever and has an analog sensor attached at one end thereof for outputting a position signal corresponding to a selected position. 3. The vehicle driving training device according to claim 1, wherein the positions include at least SDNRP. 3. The vehicle driving training device according to claim 2 , wherein said analog sensor is output to an electronic control unit, and driving training is performed by a driving training simulator built in said electronic control unit.

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