Driving operation device for vehicle

Abstract

The present invention relates to a driving operation device for a vehicle, in which a steering unit provided in a central display, an acceleration unit provided in a right display, and a brake unit provided in a left display form a driving operation system of the vehicle and are integrally modularized into a single system, the driving operation device may have a display to assist in improving entertainment of a passenger in an autonomous driving situation, and provide vehicle information and proximity information in a manual driving mode.

Description

Technical Field

[0001] The present invention relates to a driving operation device for a vehicle, and more particularly, to a driving operation device for a vehicle having a driving operation system that modularizes steering, acceleration, and braking as a whole into one system, wherein the driving operation device is hidden and not operated by the driver in an automatic driving situation, and pops up and is operated by the driver in a manual driving mode. Background Art

[0002] An autonomous vehicle is an intelligent vehicle that incorporates autonomous driving technology, in which the vehicle is able to drive itself to its destination even without the driver directly operating the steering wheel, accelerator pedal, brakes, etc.

[0003] When autonomous driving is generally achieved, the driver can choose between a manual driving mode in which the driver directly drives the vehicle, and an autonomous driving mode in which the vehicle drives itself to the destination without the driver directly driving the vehicle.

[0004] The driving operating system of an autonomous vehicle generally includes a steering operating system, an acceleration operating system, and a braking operating system. Conventionally, the operating systems for steering, acceleration, and braking are each configured separately, so there are many disadvantages such as space limitations due to the large number of components and the installation space required for each component, and in particular, high cost.

[0005] In addition, in the case of autonomous driving, more displays are needed to improve the convenience of passengers. Conventionally, there is a disadvantage that since displays are only provided in limited locations, satisfying the needs of passengers is limited.

[0006] The matters explained as background arts are intended to enhance understanding of the background of the present invention and should not be regarded as admitting that they correspond to the related arts known to those skilled in the art. Summary of the invention

[0007] The present invention aims to provide a driving operation device for a vehicle, which can have a driving operation system that modularizes steering, acceleration and braking as a whole into one system, thereby achieving weight reduction and cost reduction by reducing the number of components, and maximizing the utilization of interior space by minimizing the layout required for the installation space.

[0008] In addition, the present invention aims to provide a driving operation device, which can have such a configuration: it is hidden and not operated by the driver in the case of automatic driving, and pops up and is operated by the driver in the manual driving mode, thereby allowing the driver to rest comfortably and achieving improved safety by preventing erroneous operations in the case of automatic driving.

[0009] In addition, the present invention is intended to provide a driving operation device that can have a display to help improve passenger entertainment in autonomous driving situations and provide vehicle information and nearby information in manual driving mode, thereby improving convenience and safety.

[0010] A driving operation device for a vehicle for achieving the object includes a driving operation device for a vehicle, which includes a central display, a right display, a left display, a steering unit, an acceleration unit and a braking unit, wherein the central display is rotatably mounted on a central instrument panel in the vehicle; the right display and the left display are rotatably coupled to the right side and the left side of the central display, respectively; the steering unit is disposed on the central display and the central instrument panel, and is configured to generate a signal related to the steering of the vehicle when the central display is rotated in a clockwise or counterclockwise direction by the driver's operation; the acceleration unit is disposed on one of the right display and the left display, and is configured to generate a signal related to the acceleration of the vehicle during the driver's operation; the braking unit is disposed on the other of the right display and the left display, and is configured to generate a signal related to the braking of the vehicle during the driver's operation.

[0011] In the automatic driving mode, a screen may be provided in which the central display, the right display and the left display can be unfolded into a row in the left-right direction and connected as an integral whole.

[0012] In the case of autonomous driving mode, the position of the right and left displays deployed in a row can be limited by contact with the central instrument panel.

[0013] In the manual driving mode, the right display and the left display may pop up by rotating backward from the central display toward the driver, and in the pop-up state, a screen in which the central display, the right display, and the left display are individually separated may be provided.

[0014] The right display and the left display that pop up in the manual driving mode may form a right angle or an obtuse angle with respect to the central display, and in the case of the obtuse angle, the pop-up angles of the right display and the left display may be the same.

[0015] The positions of the right and left displays that pop up at right angles can be limited during contact with the right and left sides of the central display, or the positions of the right and left displays that pop up at obtuse angles can be limited by locking an actuator configured to pop up the right and left displays.

[0016] The driving operation device may further include a first power unit, which connects the central display with the right display and is configured to rotate the right display relative to the central display during operation, wherein the first power unit may include a first motor and a first motor rod, the first motor is fixed to the right side of the central display; the first motor rod is rotated by the power of the first motor and is integrally engaged after passing through the left side of the right display, and the end of the first motor rod is rotatably mounted on the right side of the central display.

[0017] The driving operation device may further include a second power unit, which connects the central display with the left display and is configured to rotate the left display relative to the central display during operation, wherein the second power unit may include a second motor and a second motor rod, the second motor is fixed to the left side of the central display; the second motor rod is rotated by the power of the second motor and is integrally engaged after passing through the right side of the left display, and the end of the second motor rod is rotatably mounted on the left side of the central display.

[0018] The central display may include a steering shaft, a steering shaft clamp, and a steering return spring, wherein the steering shaft protrudes forward to pass through the central instrument panel and is configured to rotate relative to the central instrument panel; the steering shaft clamp is engaged to the steering shaft and is configured to prevent the steering shaft from being separated from the central instrument panel; the steering return spring has two ends engaged with the central instrument panel and the steering shaft, and is configured to provide a restoring force when the steering shaft rotates.

[0019] The steering unit may include a first permanent magnet and a first printed circuit board (PCB), wherein the first permanent magnet is coupled to the front surface of the central display or the steering shaft; the first printed circuit board (PCB) is installed to face the first permanent magnet and is configured to identify changes in magnetic flux when the first permanent magnet rotates and generate a signal related to steering.

[0020] The acceleration unit may include a first sliding member, a third power unit, an acceleration button, a second permanent magnet and a second PCB, wherein the first sliding member is installed to move along the longitudinal direction of the right display and is provided with a first handle at the end; the third power unit connects the right display with the first sliding member and is configured to move the first sliding member relative to the right display during operation; the acceleration button is rotatably arranged on the first handle and is operated by the driver's pressing; the second permanent magnet is coupled to the acceleration button; the second PCB is installed on the first sliding member to face the second permanent magnet, and is configured to identify changes in magnetic flux when the second permanent magnet moves through the operation of the acceleration button, and generate a signal related to acceleration.

[0021] The third power unit may include a third motor, a first ball screw, a first ball screw nut and a first guide, wherein the third motor is fixed to the right display; the first ball screw is configured to rotate by power of the third motor; the first ball screw nut is engaged to the first ball screw and is configured to move along the first ball screw when the first ball screw rotates; the first guide is engaged with the first ball screw nut and the first sliding member, and is configured to move the first sliding member while moving with the first ball screw nut.

[0022] The third power unit may further include a first guide rod arranged in parallel with the first ball screw and installed with one end fixed to the right display and the other end passing through the first guide.

[0023] The acceleration button protrusion can be set to protrude outward from the acceleration button, and when the acceleration button protrusion contacts the inner wall surface of the first handle, the full stroke position of the acceleration button can be limited; when the acceleration button protrusion contacts the inner upper surface of the first handle, the return position or initial position of the acceleration button can be limited.

[0024] The brake unit may include a second sliding member, a fourth power unit, a brake button, a third permanent magnet and a third PCB, wherein the second sliding member is installed to move along the longitudinal direction of the left display and is provided with a second handle at the end; the fourth power unit connects the left display with the second sliding member and is configured to move the second sliding member relative to the left display when operated; the brake button is rotatably arranged on the second handle and is operated by the driver's pressing; the third permanent magnet is coupled to the brake button; the third PCB is installed on the second sliding member to face the third permanent magnet, and is configured to identify changes in magnetic flux when the third permanent magnet moves through the operation of the brake button, and generate a signal related to braking.

[0025] The fourth power unit may include a fourth motor, a second ball screw, a second ball screw nut and a second guide, the fourth motor being fixed to the left display; the second ball screw being configured to rotate by power of the fourth motor; the second ball screw nut being engaged to the second ball screw and being configured to move along the second ball screw when the second ball screw rotates; the second guide being engaged with the second ball screw nut and the second sliding member and being configured to move the second sliding member simultaneously with the movement of the second ball screw nut.

[0026] The fourth power unit may further include a second guide rod arranged in parallel with the second ball screw and installed with one end fixed to the left display and the other end passing through the second guide.

[0027] The brake button protrusion can be set to protrude outward from the brake button, and when the brake button protrusion contacts the inner wall surface of the second handle, the full stroke position of the brake button can be limited; when the brake button protrusion contacts the inner upper surface of the second handle, the return position or initial position of the brake button can be limited.

[0028] In addition, the driving operation device for the vehicle includes a central display, a right display and a left display, wherein the central display is installed on the central instrument panel in the vehicle so as to rotate in a clockwise or counterclockwise direction; the right display and the left display are respectively connected to the right and left sides of the central display so as to rotate in the front and rear directions, wherein, in the automatic driving mode, the central display, the right display and the left display are provided as screens that are unfolded in a row in the left and right directions and connected as a whole, and in the manual driving mode, the right display and the left display are popped out by rotating from the central display backward toward the driver, and the central display, the right display and the left display that have been popped out become the driving operating system of the vehicle.

[0029] The driving operating system may include steering, acceleration and braking of the vehicle. The acceleration button may be set on the right display, and the brake button may be set on the left display. When the central display is rotated in a clockwise or counterclockwise direction by the driver's operation, the vehicle can be turned, and when the driver operates the acceleration button or the brake button, the vehicle can be accelerated or braked.

[0030] According to the present invention, the driving operation device for a vehicle can have a configuration in which the driving operation system for steering, accelerating and braking of the vehicle is modularized into one system as a whole through a steering unit arranged on a central display, an acceleration unit arranged on a right display, and a braking unit arranged on a left display, thereby achieving weight reduction and cost reduction by reducing the number of components, and in particular maximizing the utilization of interior space by minimizing the layout required for the installation space.

[0031] In addition, the driving operation device according to the present invention can have such a configuration: in the case of automatic driving, as the central display, the right display and the left display are unfolded in a row from one side to the other and are in close contact with the central instrument panel, the driving operation device becomes a hidden state inaccessible to the driver's operation, while in the manual driving mode, the driving operation device pops up so that the right display and the left display protrude toward the driver so as to be operated by the driver, thereby allowing the driver to rest comfortably in the case of automatic driving and achieving improved safety by preventing misoperation.

[0032] In addition, the driving operation device according to the present invention may have a display to help improve passenger entertainment in the case of automatic driving, and provide vehicle information and nearby information in the manual driving mode, thereby improving convenience and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic diagram showing a hidden state in which a center display, a right display, and a left display as a driving operation device for a vehicle according to the present invention are unfolded in a row from one side to the other side.

[0034] Figure 2 To show Figure 1 Schematic diagram of a state in which the right display and the left display are popped up at right angles.

[0035] Figure 3 To show Figure 2 Schematic diagram of a state in which an acceleration unit and a brake unit in the vehicle slide to protrude toward a driver.

[0036] Figure 4 It is a schematic diagram showing another embodiment in which the right display and the left display pop up at an obtuse angle.

[0037] Figure 5 To show Figure 3 Schematic diagram of the state in which the central display in the vehicle rotates and turns counterclockwise.

[0038] Figure 6 The figure is a schematic diagram showing a driving operating device separated from a central instrument panel according to the present invention.

[0039] Figure 7 and Figure 8 It is a schematic diagram for describing another embodiment in which the first permanent magnet is arranged on the steering shaft according to the present invention.

[0040] Fig. 9 A schematic diagram showing a state where a center display, a right display, and a left display are unfolded in a row as viewed from the front.

[0041] Fig.10 To show Fig. 9 An enlarged view of the state in FIG. 1 and a schematic diagram for describing the first power unit and the second power unit according to the present invention.

[0042] Fig.11 , Fig.12 , Fig.13 , Fig.14 , Fig.15 , Fig.16 and Fig.17 FIG. 4 is a schematic diagram for describing an acceleration unit according to the present invention.

[0043] Fig.18 , Fig.19 , Fig. 20 , Fig.21 , Fig. 22 and Fig.23 FIG. 2 is a schematic diagram for describing a brake unit according to the present invention. DETAILED DESCRIPTION

[0044] Hereinafter, the embodiments disclosed in this specification will be described in detail with reference to the accompanying drawings, and the same or similar components are denoted by the same reference numerals regardless of the drawing numbers, and repeated descriptions thereof will be omitted.

[0045] Considering the convenience in preparing the specification, the suffixes “module” and “unit” for components used in the following description are given or used interchangeably and do not have different meanings or roles by themselves.

[0046] In describing the embodiments disclosed in the present specification, when it is determined that the detailed description of the related known art may obscure the gist of the embodiments disclosed in the present specification, the detailed description thereof will be omitted.

[0047] In addition, the drawings are only for facilitating the understanding of the embodiments disclosed in the specification. It should be understood that the technical spirit disclosed in the specification is not limited by the drawings, and all modified embodiments, equivalent embodiments or alternative embodiments contained in the spirit and technical scope of the present invention are included in the drawings.

[0048] Terms including ordinal numbers (such as first or second) may be used to describe various components, but these components are not limited by these terms. These terms are only used to distinguish one component from another component.

[0049] When a first component is described as being “connected” or “joined” to a second component, it should be understood that the first component may be directly connected or joined to the second component or a third component may be present therebetween.

[0050] On the other hand, when a first component is described as being “directly connected” or “directly coupled” to a second component, it should be understood that a third component does not exist therebetween.

[0051] Unless the context clearly indicates otherwise, a singular expression includes a plural expression.

[0052] In the specification, it should be understood that terms such as “include” or “have” are intended to specify the presence of features, numbers, steps, operations, components, parts or a combination thereof described in the specification, but do not exclude the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or a combination thereof.

[0053] In addition, a unit or control unit included in the name of a motor control unit (MCU), a hybrid control unit (HCU), etc. is a term widely used to name a controller for controlling specific functions of a vehicle and does not mean a general functional unit.

[0054] The controller may include a communication device for communicating with another controller or sensor to control the responsible function, a memory for storing operating system or logic commands and input and output information, and one or more processors for performing determinations, calculations, decisions, etc. required to control the responsible function.

[0055] Hereinafter, a driving operation device for a vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

[0056] like Figures 1 to 23 As shown, the driving operation device according to the present invention includes a central display 100, a right display 200, a left display 300, a steering unit 400, an acceleration unit 500 and a braking unit 600. The central display 100 is rotatably mounted on a central instrument panel 10 in a vehicle; the right display 200 and the left display 300 are rotatably coupled to the right side and the left side of the central display 100, respectively; the steering unit 400 is disposed on the central display 100 and the central instrument panel 10, and is used to generate a signal related to the steering of the vehicle when the central display 100 is rotated in a clockwise direction or a counterclockwise direction by the operation of the driver; the acceleration unit 500 is disposed on any one of the right display 200 and the left display 300, and is used to generate a signal related to the acceleration of the vehicle during the operation of the driver; the braking unit 600 is disposed on the other of the right display 200 and the left display 300, and is used to generate a signal related to the braking of the vehicle during the operation of the driver.

[0057] The driving operation device according to an embodiment of the present invention may have a configuration in which a driving operation system for steering, accelerating and braking of a vehicle is modularized as a whole into one system through a steering unit 400 provided on a central display 100, an acceleration unit 500 provided on a right display 200, and a braking unit 600 provided on a left display 300, thereby achieving weight reduction and cost reduction by reducing the number of components, and in particular maximizing the utilization of interior space by minimizing the layout required for the installation space.

[0058] The central display 100 may be located at the center and may be used as a main display, and since the length of the central display 100 in the left-right direction is formed to be longer than the lengths of the right display 200 and the left display 300, it may be formed to have a relatively larger screen than the right display 200 and the left display 300.

[0059] The right display 200 and the left display 300 can be used as auxiliary displays connected to the sides of the central display 100, and since the lengths of the right display 200 and the left display 300 in the left-right direction are formed to be shorter than the length of the central display 100, they can be formed to have relatively small screens.

[0060] During the driver's operation, the central display 100 may rotate clockwise or counterclockwise relative to the central instrument panel 10 , and the right display 200 and the left display 300 are respectively coupled to the right and left sides of the central display 100 to rotate in the front-rear direction.

[0061] Although the embodiment of the present invention has presented an example in which the acceleration unit 500 is provided at the right display 200 and the braking unit 600 is provided at the left display 300, the braking unit 600 may be provided at the right display 200 and the acceleration unit 500 may be provided at the left display 300 as needed.

[0062] In autonomous driving mode, Figure 1 As shown, a central display 100, a right display 200, and a left display 300 are provided, which are spread out in a row in the left-right direction and connected as an integrated screen.

[0063] In the automatic driving mode, a wide screen may be provided by the central display 100, the right display 200, and the left display 300 being unfolded in a straight line, and the driver may more conveniently enjoy entertainment information such as movies and games provided through the wide screen.

[0064] exist Figure 1 In the case of the autonomous driving mode shown, the positions of the right display 200 and the left display 300 deployed in a row can be restricted by contact with the center instrument panel 10 .

[0065] When the automatic driving mode is executed, when the central display 100, the right display 200 and the left display 300 are unfolded in a row, the driving operation device becomes hidden and unavailable for the driver's operation, thereby allowing the driver to rest comfortably and helping to improve safety by preventing erroneous operations.

[0066] In manual driving mode, Figure 3 and Figure 4 As shown, the right display 200 and the left display 300 are popped up by rotating backward from the center display 100 toward the driver, and in the popped-up state, screens in which the center display 100, the right display 200, and the left display 300 are individually separated are provided.

[0067] When the manual driving mode is executed, when the right display 200 and the left display 300 pop up, the driver's operation is available from that moment on.

[0068] In the manual driving mode, vehicle information (cluster information) and the like can be provided through the central display 100, information about the right rearview mirror, information about changing to the right lane line, and the like can be provided through the right display 200, and information about the left rearview mirror, information about changing to the left lane line, and the like can be provided through the left display 300.

[0069] The right display 200 and the left display 300 that pop up in the manual driving mode are as follows: Figure 3 As shown, it forms a right angle with respect to the central display 100, or as shown Figure 4 As shown, an obtuse angle is formed with respect to the central display 100, and in the case of the obtuse angle, the pop-up angles of the right display 200 and the left display 300 are the same.

[0070] like Figure 3 As shown, when the right display 200 and the left display 300 pop up at right angles, the driver may not pay attention to the right display 200 and the left display 300, so necessary information can be provided only through the central display 100, and in this case, the right display 200 and the left display 300 can maintain a power saving mode.

[0071] like Figure 4 As shown, when the right display 200 and the left display 300 pop up at an obtuse angle, information may be provided through all of the center display 100 , the right display 200 , and the left display 300 , or necessary information may be provided through only the center display 100 .

[0072] When the right display 200 and the left display 300 pop up at an obtuse angle, the pop-up angles are the same, so the driver can grasp the acceleration unit 500 and the braking unit 600 with both arms in a balanced manner and operate the acceleration unit 500 and the braking unit 600 in a more comfortable posture.

[0073] When the right display 200 and the left display 300 pop up at a right angle, it is advantageous for a driver who wants to just grasp the right display 200 and the left display 300 while closing both arms, and in particular, this may become an advantageous condition for a female driver having narrow shoulders.

[0074] In addition, when the right display 200 and the left display 300 pop up at an obtuse angle, it is advantageous for a driver who wants to grip the right display 200 and the left display 300 broadly with open arms, and in particular, this may become an advantageous condition for a male driver with broader shoulders.

[0075] like Figure 3 As shown, when the right display 200 and the left display 300 pop up at a right angle, the right display 200 and the left display 300 can contact the right and left sides of the central display 100 respectively, thereby limiting the positions of the right display 200 and the left display 300 that pop up at a right angle.

[0076] In addition, if Figure 4 As shown, when the right display 200 and the left display 300 pop up at an obtuse angle, the positions of the right display 200 and the left display 300 that pop up at an obtuse angle may be restricted by locking the actuator for popping up the right display 200 and the left display 300 .

[0077] In particular, when the actuator for popping up the right display 200 and the left display 300 is configured as a stepping motor, the right display 200 and the left display 300 can be fixed at various obtuse angles.

[0078] The driving operation device according to the embodiment of the present invention further includes a first power unit 700 (such as Figure 9-10 As shown), the first power unit 700 connects the central display 100 with the right display 200 and is used to rotate the right display 200 relative to the central display 100 during operation.

[0079] The first power unit 700 includes a first motor 710 and a first motor rod 720, the first motor 710 is fixed to the right side of the central display 100; the first motor rod 720 is rotated by the power of the first motor 710 and is integrally joined after passing through the left side of the right display 200, and the end of the first motor rod 720 is rotatably mounted on the right side of the central display 100.

[0080] The first motor 710 can be used not only to rotate the right display 200 but also to lock the right display 200 so that it does not rotate.

[0081] In particular, when the first motor 710 is configured as a stepper motor, the pop-up position of the right display 200 can be accurately fixed at various positions desired by the driver, and thus the right display 200 can be fixed at various obtuse angles suitable for the driver's body shape.

[0082] The driving operation device according to the embodiment of the present invention further includes a second power unit 800 connecting the central display 100 with the left display 300 and for rotating the left display 300 relative to the central display 100 when in operation.

[0083] The second power unit 800 includes a second motor 810 and a second motor rod 820, the second motor 810 is fixed to the left side of the central display 100; the second motor rod 820 is rotated by the power of the second motor 810 and is integrally joined after passing through the right side of the left display 300, and the end of the second motor rod 820 is rotatably mounted on the left side of the central display.

[0084] The second motor 810 can be used not only to rotate the left display 300 but also to lock the left display 300 so that it does not rotate.

[0085] In particular, when the second motor 810 is configured as a stepping motor, the pop-up position of the left display 300 can be accurately fixed at various positions desired by the driver, and thus the left display 300 can be fixed at various obtuse angles suitable for the driver's body shape.

[0086] When the driving mode of the vehicle changes from the automatic driving mode to the manual driving mode or from the manual driving mode to the automatic driving mode, the first motor 710 and the second motor 810 are operated by the control of the vehicle control unit, and when operating, it is preferred that the first motor 710 and the second motor 810 operate together and have the same operating time, but the present invention is not limited to this.

[0087] The central display 100 according to the present invention includes a steering shaft 110, a steering shaft clamp 120, and a steering return spring 130. The steering shaft 110 protrudes forward to pass through the central instrument panel 10 and is configured to rotate relative to the central instrument panel 10; the steering shaft clamp 120 is engaged to the steering shaft 110 and is used to prevent the steering shaft 110 from being separated from the central instrument panel 10; both ends of the steering return spring 130 are engaged with the central instrument panel 10 and the steering shaft 110, and provide a restoring force when the steering shaft 110 rotates.

[0088] One end of the steering shaft 110 is configured to be integrally connected to the front center portion of the central display 100, the other end of the steering shaft 110 passes through the central instrument panel 10 and protrudes forward, and the steering shaft clamp 120 is engaged to the end of the steering shaft 110 passing through the central instrument panel 10 and is used to prevent the steering shaft 110 from being separated from the hole of the central instrument panel 10.

[0089] The steering return spring 130 is formed of a coil spring, and the end of the steering shaft 110 passing through the center instrument panel 10 passes through the center of the steering return spring 130, and both ends of the steering return spring 130 are engaged with the center instrument panel 10 and the steering shaft 110, and provide elastic force to return the steering shaft 110 to a neutral position when the steering shaft 110 rotates.

[0090] The steering unit 400 according to the present invention includes a first permanent magnet 410 and a first printed circuit board (PCB) 420, the first permanent magnet 410 being coupled to the front surface of the central display 100 or the steering shaft 110; the first printed circuit board (PCB) 420 being installed to face the first permanent magnet 410, and being used to identify changes in magnetic flux when the first permanent magnet 410 rotates and generate a signal related to steering.

[0091] For safety reasons, it is preferred that two first permanent magnets 410 are formed, but the present invention is not limited thereto.

[0092] like Figure 6 , Fig. 9 and Fig.10 As shown, the two first permanent magnets 410 can be symmetrically fixed to the front surface of the central instrument panel 10 based on the steering shaft 110, and in this case, the first PCB 420 is fixed to face the central display 100, and the first PCB 420 recognizes the change of magnetic flux through the Hall sensor when the first permanent magnet 410 rotates through the rotation of the central display 100, and generates a signal related to the steering.

[0093] As another example, Figure 7 and Figure 8 As shown, the two first permanent magnets 410 may be fixedly disposed on the steering shaft 110 .

[0094] Figure 7 4 is a schematic diagram showing a configuration in which two first permanent magnets 410 are symmetrically coupled to a circumferential portion of the steering shaft 110, Figure 8 1 is a schematic diagram showing a configuration in which two first permanent magnets 410 are symmetrically coupled to an end surface of the steering shaft 110 passing through the center instrument panel 10 .

[0095] like Figure 8 As shown, when the first permanent magnet 410 is engaged to the end surface of the steering shaft 110, the first PCB 420 is set to face the first permanent magnet 410 and be in a state separated from the center instrument panel 10. In this case, the first PCB 420 is installed to be connected to the center instrument panel 10 or a nearby body through a separate bracket. The first PCB 420 recognizes the change of magnetic flux through the Hall sensor when the first permanent magnet 410 rotates through the rotation of the steering shaft 110, and generates a signal related to steering.

[0096] The acceleration unit 500 according to the present invention includes a first sliding member 520, a third power unit 530, an acceleration button 540, a second permanent magnet 550 and a second PCB 560. The first sliding member 520 is installed to move along the longitudinal direction of the right display 200, and a first handle 510 is provided at its end; the third power unit 530 connects the right display 200 with the first sliding member 520, and is used to move the first sliding member 520 relative to the right display 200 during operation; the acceleration button 540 is rotatably provided on the first handle 510, and is operated by the driver's pressing; the second permanent magnet 550 is coupled to the acceleration button 540; the second PCB 560 is installed on the first sliding member 520 to face the second permanent magnet 550, and is used to identify the change of magnetic flux when the second permanent magnet 550 moves by the operation of the acceleration button 540, and generate a signal related to acceleration.

[0097] The right display 200 may be formed in a hollow type having a hollow interior, and the first slider 520 may be installed to be inserted into the inner space of the right display 200 and slide from one side to the other side in a longitudinal direction of the right display 200 .

[0098] The first handle 510 that the driver can grasp with his hand is set at the end of the first sliding member 520 protruding from the right display 200, and the driver can perform a steering operation by grasping the first handle 510 and rotating the central display 100, so the first handle 510 acts as a steering handle to realize the driver's steering operation.

[0099] One end of the acceleration button 540 is rotatably coupled to the upper end of the first handle 510 through a hinge 541 , and the driver presses the other end and operates the acceleration button 540 .

[0100] The more the driver presses the acceleration button 540 , the faster the vehicle can accelerate.

[0101] The acceleration button 540 is installed to be supported by the acceleration return spring 570 .

[0102] The acceleration return spring 570 is installed with one end supported by the inner side of the acceleration button 540 and the other end supported by the inner surface of the first handle 510 , and is used to provide a restoring force when the acceleration button 540 is operated.

[0103] For safety reasons, it is preferred that a plurality of acceleration return springs 570 are formed, and the plurality of acceleration return springs 570 may be formed of coil springs.

[0104] For safety reasons, it is preferred that two second permanent magnets 550 are formed, but the present invention is not limited thereto.

[0105] like Figures 14 to 16As shown, two second permanent magnets 550 can be fixed to the inner upper surface of the acceleration button 540. In this case, the second PCB 560 is fixed to the inner upper surface of the first handle 510 facing the second permanent magnets 550, and when the second permanent magnets 550 move by the rotation of the acceleration button 540, the Hall sensor recognizes the change in magnetic flux and generates a signal related to acceleration.

[0106] As another example, Fig.17 As shown, two second permanent magnets 550 may be fixed to the side surface of the acceleration button 540 , in which case the second PCB 560 may be fixed to the inner side surface of the first handle 510 to face the second permanent magnets 550 .

[0107] The third power unit 530 includes a third motor 531, a first ball screw 532, a first ball screw nut 533 and a first guide member 534, the third motor 531 is fixed to the right display 200; the first ball screw 532 is rotated by the power of the third motor 531; the first ball screw nut 533 is engaged to the first ball screw 532, and is used to move along the first ball screw 532 when the first ball screw 532 rotates; the first guide member 534 is engaged with the first ball screw nut 533 and the first sliding member 520, and is used to move the first sliding member 520 while moving with the first ball screw nut 533.

[0108] The third motor 531 can be installed to be located at the lower left end of the right display 200, and one end of the first ball screw 532 is connected to the third motor 531, and the other end passes through the first guide 534 and is then positioned in the internal space of the first sliding member 520. For this purpose, the first sliding member 520 is preferably formed as a hollow type with an empty interior, but the present invention is not limited to this.

[0109] When the driving mode of the vehicle changes from the automatic driving mode to the manual driving mode or from the manual driving mode to the automatic driving mode, the first motor 710 and the second motor 810 operate together, the central display 100, the right display 200 and the left display 300 can pop up or hide, the third motor 531 can also operate together, and the first sliding member 520 slides along the right display 200.

[0110] When the right display 200 pops up, Fig.13 As shown, the first sliding member 520 moves in a direction protruding from the right display 200 by the rotational power of the third motor 531 , and when the right display 200 is hidden, the first sliding member 520 moves in a direction inserted into the right display 200 .

[0111] In addition, when comparing the case where the right display 200 pops up at a right angle relative to the central display 100 and the case where the right display 200 pops up at an obtuse angle relative to the central display 100, the protrusion amount of the first sliding member 520 can be relatively small when the right display 200 pops up at a right angle.

[0112] Since the first handle 510 is located closer to the driver when the right display 200 pops up at a right angle than when the right display 200 pops up at an obtuse angle, the protrusion of the first sliding member 520 is preferably smaller when the right display 200 pops up at a right angle than when the right display 200 pops up at an obtuse angle, so that the driver can grasp the first handle 510 more stably.

[0113] The third motor 531 may be configured to operate together with the first motor 710 and the second motor 810 under the control of the vehicle control unit when the first motor 710 and the second motor 810 operate, or configured to be operated separately by the driver operating a separate switch regardless of the first motor 710 and the second motor 810 .

[0114] The third power unit 530 further includes a first guide rod 535 , which is arranged in parallel to the first ball screw 532 and is installed with one end fixed to the right display 200 and the other end passing through the first guide member 534 .

[0115] The first guide rod 535 is a rod having a continuous circular cross section, and is arranged above the first ball screw 532 .

[0116] The first guide rod 535 can be used to guide the movement of the first guide member 534 to move stably in a straight line, and in particular, to additionally support the first guide member 534 to increase the rigidity of the first handle 510, so that even when the driver operates the first handle 510 with a strong force, the first guide rod 535 can also prevent the first handle 510 from being deformed.

[0117] According to the present invention, the acceleration button protrusion 580 may be provided to protrude outward from the acceleration button 540 , and the acceleration button protrusion 580 may be integrally formed with the acceleration button 540 .

[0118] like Fig.16 As shown, when the acceleration button protrusion 580 contacts the inner wall surface of the first handle 510 through the operation of the acceleration button 540 by the driver, the full stroke position of the acceleration button 540 can be limited, as shown in FIG. Fig.15 As shown, when the acceleration button protrusion 580 contacts the inner upper surface of the first handle 510, the return position or the initial position of the acceleration button 540 may be restricted.

[0119] One end of the acceleration button 540 is rotatably coupled to the upper surface of the first handle 510 via a hinge 541 , and the other end is formed with an acceleration button protrusion 580 protruding outward.

[0120] Therefore, when the driver presses and operates the acceleration button 540, Fig.16 As shown, the acceleration button 540 can be inserted into the first handle 510 while rotating around the hinge 541. At this time, when the acceleration button protrusion 580 contacts the inner wall surface of the first handle 510, the full stroke position of the acceleration button 540 during operation can be limited.

[0121] In addition, when the driver Fig.16 When the pressing force is removed from the acceleration button 540 in the state of Fig.15 As shown, the acceleration button 540 can be rotated around the hinge 541 by the spring force of the acceleration return spring 570 to protrude outward from the first handle 510. At this time, when the acceleration button protrusion 580 contacts the inner upper surface of the first handle 510, the return position or initial position of the acceleration button 540 can be limited.

[0122] The brake unit 600 according to the present invention includes a second slider 620, a fourth power unit 630, a brake button 640, a third permanent magnet 650 and a third PCB 660. The second slider 620 is installed to move along the longitudinal direction of the left display 300, and a second handle 610 is provided at its end. The fourth power unit 630 connects the left display 300 with the second slider 620 and is used to move the second slider 620 relative to the left display 300 when operated. The brake button 640 is rotatably provided on the second handle 610 and is operated by the driver's pressing. The third permanent magnet 650 is coupled to the brake button 640. The third PCB 660 is installed on the second slider 620 to face the third permanent magnet 650, and is used to identify the change of magnetic flux when the third permanent magnet 650 moves by the operation of the brake button 640, and generates a signal related to braking.

[0123] The left display 300 may be formed in a hollow type having a hollow interior, and the second slider 620 may be installed to be inserted into the inner space of the left display 300 and slide from one side to the other side in a longitudinal direction of the left display 300 .

[0124] The second handle 610 that the driver can grasp with his hand is set at the end of the second sliding member 620 protruding from the left display 300, and the driver can perform a steering operation by grasping the second handle 610 and rotating the central display 100, so the second handle 610 acts as a steering handle to realize the driver's steering operation.

[0125] The driver may perform a steering operation by rotating the central display 100 in a clockwise or counterclockwise direction while grasping the first handle 510 (which is provided on the first sliding member 520 ) and the second handle 610 (which is provided on the second sliding member 620 ) with both hands.

[0126] The more the driver performs a steering rotation during a steering operation, the greater the steering angle of the vehicle becomes.

[0127] One end of the brake button 640 is rotatably coupled to the upper end of the second handle 610 through a hinge 641 , and the driver presses the other end and operates the brake button 640 .

[0128] The more the driver presses brake button 640 , the faster the vehicle can brake.

[0129] When the driver operates the acceleration button 540 and the brake button 640 at the same time, in principle, only the brake signal is generated for safety reasons, so that the braking of the vehicle is performed preferentially, while the acceleration signal is ignored and not generated.

[0130] The brake button 640 is installed to be supported by the brake return spring 670 .

[0131] The brake return spring 670 is installed with one end supported by the inner side of the brake button 640 and the other end supported by the inner surface of the second handle 610 , and serves to provide a restoring force when the brake button 640 is operated.

[0132] For safety reasons, it is preferred that a plurality of brake return springs 670 are formed, and the plurality of brake return springs 670 may be formed of coil springs.

[0133] For safety reasons, it is preferred that two third permanent magnets 650 are formed, but the present invention is not limited thereto.

[0134] like Figure 21 to Figure 23 As shown, two third permanent magnets 650 can be fixed to the inner upper surface of the brake button 640. In this case, the third PCB 660 is fixed to the inner upper surface of the second handle 610 facing the third permanent magnets 650, and when the third permanent magnet 650 moves through the rotation of the brake button 640, the change in magnetic flux is recognized through the Hall sensor, and a signal related to braking is generated.

[0135] As another example, the two third permanent magnets 650 may be arranged as follows: Fig.17 The illustrated form is fixed to the side surface of the brake button 640 , in this case, the third PCB 660 may be fixed to the inner side surface of the second handle 610 to face the third permanent magnet 650 .

[0136] The fourth power unit 630 includes a fourth motor 631, a second ball screw 632, a second ball screw nut 633 and a second guide 634, the fourth motor 631 is fixed to the left display 300; the second ball screw 632 is rotated by the power of the fourth motor 631; the second ball screw nut 633 is engaged to the second ball screw 632, and is used to move along the second ball screw 632 when the second ball screw 632 rotates; the second guide 634 is engaged with the second ball screw nut 633 and the second sliding member 620, and is used to move the second sliding member 620 while moving with the second ball screw nut 633.

[0137] The fourth motor 631 can be installed to be located at the lower right end within the left display 300, and one end of the second ball screw 632 is connected to the fourth motor 631, and the other end passes through the second guide 634 and is then positioned in the internal space of the second sliding member 620. For this purpose, the second sliding member 620 is preferably formed as a hollow type with an empty interior, but the present invention is not limited to this.

[0138] When the driving mode of the vehicle changes from the automatic driving mode to the manual driving mode or from the manual driving mode to the automatic driving mode, the first motor 710 and the second motor 810 operate together, the central display 100, the right display 200 and the left display 300 can be popped up or hidden, the fourth motor 631 can also be operated together, and the second sliding member 620 slides along the left display 300.

[0139] When the left display 300 pops up, Fig. 20 As shown, the second sliding member 620 moves in a direction protruding from the left display 300 by the rotational power of the fourth motor 631, and when the left display 300 is hidden, the second sliding member 620 moves in a direction inserted into the left display 300.

[0140] In addition, when comparing the case where the left display 300 pops up at a right angle relative to the central display 100 and the case where the left display 300 pops up at an obtuse angle relative to the central display 100, the protrusion amount of the second sliding member 620 can be relatively small when the left display 300 pops up at a right angle.

[0141] Since the second handle 610 is located closer to the driver when the left display 300 pops up at a right angle than when the left display 300 pops up at an obtuse angle, the protrusion of the second sliding member 620 is preferably smaller when the left display 300 pops up at a right angle than when the left display 300 pops up at an obtuse angle, so that the driver can grasp the second handle 610 more stably.

[0142] The fourth motor 631 may be configured to operate together with the first motor 710 and the second motor 810 under the control of the vehicle control unit when the first motor 710 and the second motor 810 operate, or configured to be operated separately by the driver operating a separate switch regardless of the first motor 710 and the second motor 810 .

[0143] It is preferred that the third motor 531 and the fourth motor 631 are operated together and at the same operation time, but the present invention is not limited thereto.

[0144] The fourth power unit 630 further includes a second guide rod 635 which is arranged in parallel to the second ball screw 632 and is installed with one end fixed to the left display 300 and the other end passing through the second guide member 634 .

[0145] The second guide rod 635 is a rod having a continuously circular cross-section, and is arranged above the second ball screw 632 .

[0146] The second guide rod 635 can be used to guide the movement of the second guide member 634 to move stably in a straight line, and in particular, to additionally support the second guide member 634 to increase the rigidity of the second handle 610, so that even when the driver operates the second handle 610 with strong force, the second guide rod 635 can also prevent the second handle 610 from being deformed.

[0147] According to the present invention, the brake button protrusion 680 may be provided to protrude outward from the brake button 640 , and the brake button protrusion 680 may be integrally formed with the brake button 640 .

[0148] like Fig.23 As shown, when the brake button protrusion 680 contacts the inner wall surface of the second handle 610 through the operation of the brake button 640 by the driver, the full stroke position of the brake button 640 can be limited, as shown in FIG. Fig. 22 As shown, when the brake button protrusion 680 contacts the inner upper surface of the second handle 610, the return position or the initial position of the brake button 640 may be restricted.

[0149] One end of the brake button 640 is rotatably coupled to the upper surface of the second handle 610 via a hinge 641 , and the other end is formed with a brake button protrusion 680 protruding outward.

[0150] Therefore, when the driver presses and operates the brake button 640, Fig.23 As shown, the brake button 640 can be inserted into the second handle 610 while rotating around the hinge 641. At this time, when the brake button protrusion 680 contacts the inner wall surface of the second handle 610, the full stroke position of the brake button 640 during operation can be limited.

[0151] In addition, when the driver Fig.23 When the pressing force is removed from the brake button 640, as shown in Fig. 22 As shown, the brake button 640 can be rotated around the hinge 641 by the spring force of the brake return spring 670 to protrude outward from the second handle 610. At this time, when the brake button protrusion 680 contacts the inner upper surface of the second handle 610, the return position or initial position of the brake button 640 can be limited.

[0152] In addition, the driving operation device according to the present invention includes a central display 100, a right display 200 and a left display 300, the central display 100 is installed on the central instrument panel 10 in the vehicle to rotate in a clockwise direction or a counterclockwise direction; the right display 200 and the left display 300 are respectively connected to the right and left sides of the central display 100 to rotate in the front and rear directions, wherein, in the automatic driving mode, the central display 100, the right display 200 and the left display 300 are provided in a row in the left and right directions and connected as a whole screen, and in the manual driving mode, the right display 200 and the left display 300 are popped out by rotating from the central display 100 backward toward the driver, and the central display 100, the right display 200 and the left display 300 that have been popped out become a driving operation system for the vehicle.

[0153] The driving operating system includes steering, acceleration and braking of the vehicle. The acceleration button 540 is set on the right display 200, and the brake button 640 is set on the left display 300. When the central display 100 is rotated in a clockwise or counterclockwise direction by the driver's operation, the vehicle is turned, and during the operation of the driver's acceleration button 540 or brake button 640, the vehicle is accelerated or braked.

[0154] As described above, the driving operation device for a vehicle according to the present invention can have such a configuration that, through the steering unit 400 provided on the central display 100, the acceleration unit 500 provided on the right display 200, and the braking unit 600 provided on the left display 300, the driving operation system for steering, accelerating and braking of the vehicle is modularized into one system as a whole, thereby achieving weight reduction and cost reduction by reducing the number of components, and in particular, maximizing the utilization of the interior space by minimizing the layout required for the installation space.

[0155] In addition, the driving operation device according to the present invention can have such a configuration: in the case of automatic driving, as the central display 100, the right display 200 and the left display 300 are unfolded in a row from one side to the other and are in close contact with the central instrument panel 10, the driving operation device becomes a hidden state in which the driver's operation is unavailable, while in the manual driving mode, the driving operation device pops up so that the right display 200 and the left display 300 protrude toward the driver so as to be operated by the driver, thereby allowing the driver to rest comfortably in the case of automatic driving and achieving improved safety by preventing misoperation.

[0156] In addition, the driving operation device according to the present invention may have a display to help improve passenger entertainment in the case of automatic driving, and provide vehicle information and nearby information in the manual driving mode, thereby improving convenience and safety.

[0157] While specific embodiments of the present invention have been shown and described, it will be apparent to those skilled in the art that various modifications and changes may be made to the present invention without departing from the technical spirit of the present invention as provided by the appended claims.

Claims

1. A driving operation device for a vehicle, comprising: a central display rotatably located on a central instrument panel within the vehicle; a right display and a left display, wherein the right display is rotatably coupled to the right side of the central display, and the left display is rotatably coupled to the left side of the central display; a steering unit located on the central display and the central instrument panel, the steering unit being configured to generate a signal related to the steering of the vehicle when the central display is rotated in a clockwise direction or a counterclockwise direction by a driver's operation; an acceleration unit located on one of the right display and the left display, the acceleration unit being configured to generate a signal related to acceleration of the vehicle during operation by the driver; as well as A braking unit is located on the other of the right display and the left display except the acceleration unit, and is configured to generate a signal related to braking of the vehicle during the operation of the driver.

2. The driving operation device for a vehicle according to claim 1, further comprising a screen in which the central display, the right display and the left display are unfolded in a row in the left-right direction and connected as an integral whole during the automatic driving mode.

3. The driving operation device for a vehicle according to claim 2, wherein: In the autonomous driving mode, the positions of the right and left displays deployed in a row are limited by contact with the central instrument panel.

4. The driving operation device for a vehicle according to claim 1, wherein: In a manual driving mode, the right display and the left display are popped up by rotating backward from the central display toward the driver, and in a popped-up state, screens in which the central display, the right display, and the left display are individually separated are provided.

5. The driving operation device for a vehicle according to claim 4, wherein: The right display and the left display that pop up in the manual driving mode form a right angle or an obtuse angle with respect to the central display, and when the right display and the left display form an obtuse angle, the pop-up angles of the right display and the left display are the same.

6. The driving operation device for a vehicle according to claim 5, wherein: The positions of the right and left displays that pop up at right angles are limited during contact with the right and left sides of the central display, or the positions of the right and left displays that pop up at obtuse angles are limited by locking an actuator configured to pop up the right and left displays.

7. The driving operation device for a vehicle according to claim 1, further comprising a first power unit, the first power unit connecting the central display and the right display and configured to rotate the right display relative to the central display when in operation, in, The first power unit comprises: A first motor fixed to a right side portion of the center display; and A first motor rod is rotated by the first motor and integrally engaged after passing through the left side portion of the right display, and an end portion of the first motor rod is rotatably connected to the right side portion of the center display.

8. The driving operation device for a vehicle according to claim 1, further comprising a second power unit, the second power unit connecting the central display and the left display and configured to rotate the left display relative to the central display when in operation, in, The second power unit comprises: a second motor fixed to a left side portion of the center display; and A second motor rod is rotated by the second motor and integrally engaged after passing through the right side portion of the left display, and an end portion of the second motor rod is rotatably mounted on the left side portion of the center display.

9. The driving operation device for a vehicle according to claim 1, wherein: The central display comprises: a steering shaft that projects forward to pass through the center instrument panel and is configured to rotate relative to the center instrument panel; a steering shaft clamp coupled to the steering shaft and configured to prevent separation of the steering shaft from the center instrument panel; and The steering return spring has two ends, the two ends are engaged with the center instrument panel and the steering shaft, and the steering return spring is configured to provide a restoring force when the steering shaft rotates.

10. The driving operation device for a vehicle according to claim 9, wherein: The steering unit comprises: A first permanent magnet coupled to a front surface of the center display or a steering shaft; and The first printed circuit board is positioned to face the first permanent magnet and is configured to identify a change in magnetic flux when the first permanent magnet rotates and generate a signal related to the direction of rotation.

11. The driving operation device for a vehicle according to claim 1, wherein: The acceleration unit comprises: A first sliding member, which is configured to move along the longitudinal direction of the right display and has a first handle at an end thereof; a third power unit connecting the right display to the first slide member, wherein the third power unit is configured to move the first slide member relative to the right display when in operation; An acceleration button, which is rotatably disposed on the first handle and is operated by a driver's pressing; a second permanent magnet coupled to the acceleration button; and A second printed circuit board is mounted on the first slider to face the second permanent magnet, the second printed circuit board being configured to recognize a change in magnetic flux when the second permanent magnet moves by operation of the acceleration button and to generate a signal related to acceleration.

12. The driving operation device for a vehicle according to claim 11, wherein: The third power unit comprises: a third motor fixed to the right display; a first ball screw configured to be rotated by the third motor; a first ball screw nut coupled to the first ball screw and configured to move along the first ball screw when the first ball screw rotates; and A first guide is engaged with the first ball screw nut and the first slide and is configured to move the first slide simultaneously with movement of the first ball screw nut.

13. The driving operation device for a vehicle according to claim 12, wherein: The third power unit further includes a first guide rod, which is arranged parallel to the first ball screw and is configured to have one end fixed to the right display and the other end passing through the first guide member.

14. The driving operation device for a vehicle according to claim 11, wherein: An acceleration button protrusion protrudes outwardly from the acceleration button; When the accelerator button protrusion contacts the inner wall surface of the first handle, the full stroke position of the accelerator button is restricted, and when the accelerator button protrusion contacts the inner upper surface of the first handle, the return position or initial position of the accelerator button is restricted.

15. The driving operation device for a vehicle according to claim 1, wherein: The brake unit comprises: a second sliding member, which is configured to move along the longitudinal direction of the left display and has a second handle disposed at an end thereof; a fourth power unit connecting the left display to the second slide member and configured to move the second slide member relative to the left display when in operation; A brake button, which is rotatably disposed on the second handle and is operated by the driver's pressing; a third permanent magnet coupled to the brake button; and A third printed circuit board is mounted on the second slider to face the third permanent magnet, the third printed circuit board being configured to recognize a change in magnetic flux when the third permanent magnet moves by operation of the brake button and to generate a signal related to braking.

16. The driving operation device for a vehicle according to claim 15, wherein: The fourth power unit comprises: a fourth motor fixed to the left display; a second ball screw configured to be rotated by the fourth motor; a second ball screw nut coupled to the second ball screw and configured to move along the second ball screw when the second ball screw rotates; and A second guide member is engaged with the second ball screw nut and the second slide member and is configured to move the second slide member simultaneously with movement of the second ball screw nut.

17. The driving operation device for a vehicle according to claim 16, wherein: The fourth power unit further includes a second guide rod, which is arranged parallel to the second ball screw and is configured to have one end fixed to the left display and the other end passing through the second guide member.

18. The driving operation device for a vehicle according to claim 15, wherein: A brake button protrusion protrudes outwardly from the brake button; When the brake button protrusion contacts the inner wall surface of the second handle, the full stroke position of the brake button is limited, and when the brake button protrusion contacts the inner upper surface of the second handle, the return position or initial position of the brake button is limited.

19. A driving operation device for a vehicle, comprising: a central display located on a central instrument panel within the vehicle and configured to rotate in a clockwise or counterclockwise direction; as well as a right display and a left display, wherein the right display is coupled to the right side of the central display, and the left display is coupled to the left side of the central display, and the right display and the left display are configured to rotate in a front-to-rear direction; During the autonomous driving mode, a central display, a right display, and a left display are provided in which a screen is unfolded in a row in the left-right direction and connected as one body; In the manual driving mode, the right display and the left display are popped out by rotating backward from the central display toward the driver, and the central display, the right display and the left display that have been popped out become the driving operating system of the vehicle.

20. The driving operation device for a vehicle according to claim 19, wherein: The driving operation system includes steering, acceleration and braking of the vehicle. The acceleration button is located on the right display, and the brake button is located on the left display; When the central display is rotated in a clockwise direction or a counterclockwise direction by the driver, steering of the vehicle is performed; When the driver operates the acceleration button or the brake button, acceleration or braking of the vehicle is performed.

Images