Driving assistance device

Abstract

To prevent unintentional incorrect operation of a brake lock switch without impairing operability of the brake lock switch.SOLUTION: A driving assist device includes a brake operation part 13 which enables manual brake operation in a passenger compartment. The brake operation part 13 is disposed at a position near the vehicle left side of a steering wheel 6 and includes a brake operation main part 15 and a holding part 16. The holding part 16 is provided inclining obliquely upward from an upper end of an operation bar main part 15 toward the vehicle front. A brake lock switch 17 is provided at a position, which is close to a lower end, on a left side surface 16a of the holding part 16.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a driving assistance device for physically handicapped persons, and more particularly to a driving assistance device that enables a person with lower limb disabilities sitting in the driver's seat to manually operate the brake using a brake operation unit provided in the vehicle interior.

Background Art

[0002] Conventionally, there has been known a device provided with an operation lever as a brake operation unit capable of manually operating the brake, and a brake lock switch capable of locking (holding) the brake in an operating state is provided on the side surface of the grip portion of the operation lever (see, for example, FIGS. 1, 2, and 18 of Patent Document 1).

[0003] Incidentally, when operating the shift switch from the drive mode to the parking mode or when turning on the ignition switch at engine startup, it is usually necessary to operate with the brake actuated.

[0004] By providing a brake lock switch as in Patent Document 1, for a driver (person with lower limb disabilities) who manually performs driving operations including the brake operation of the vehicle, as described above, the brake can be temporarily locked in an operating state when operating the shift switch or the ignition switch, etc. Therefore, it is not necessary to operate the shift switch and the brake operation lever simultaneously with both hands, which is useful.

[0005] On the other hand, in a configuration in which a brake lock switch (48) is provided at the inner end in the vehicle width direction of the grip portion extending in the vehicle width direction of the operation lever as in Patent Document 1, the fingertip of the thumb may be placed so as to cover the brake lock switch (48) when the driver holds the grip portion with the hand.

[0006] In that case, while the brake lock switch can be easily pressed, in the case of a driver with weak grip strength and limited finger dexterity, when a sudden braking operation such as emergency braking is performed, the fingertip may accidentally come into contact (press) with the brake lock switch, leading to concerns about accidental operation.

Prior Art Documents

Patent Documents

[0007]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0008] The present invention has been made in view of such problems, and an object thereof is to provide an operation assistance device that can prevent accidental operation of a brake lock switch without impairing the operability of the brake lock switch.

Means for Solving the Problems

[0009] This invention is an operation assistance device provided with a brake operation unit that can be manually operated in the vehicle interior. The brake operation unit is disposed near the steering wheel, and a gripping portion is provided at the upper end of the brake operation unit. The gripping portion is provided to incline obliquely upward toward the front of the vehicle, and a brake lock switch is provided at a position near the lower end on the side surface of the gripping portion on the driver's seat side (driver side).

[0010] According to the above configuration, by providing the brake lock switch in the lower region of the gripping portion where the driver's fingertip is less likely to come into contact when the driver grips the gripping portion, accidental operation of the brake lock switch can be prevented without impairing the operability of the brake lock switch.

[0011] As an aspect of the present invention, a convex portion protruding outward from the side surface of the gripping portion is provided adjacent to the brake lock switch at a position near the upper side of the brake lock switch.

[0012] According to the above configuration, by providing a convex portion above the brake lock switch, it is possible to further prevent an accidental operation of the brake lock switch.

[0013] In addition, as long as the convex portion is provided at a position near the upper side of the brake lock switch, it may be provided with a slight gap above the brake lock switch, or may be provided adjacent to the brake lock switch without a gap.

[0014] As an aspect of the present invention, the lower side of the convex portion and the upper side of the brake lock switch are formed substantially horizontally in the front-rear direction and are provided opposite to each other, and the convex portion protrudes outward in the vehicle width direction from the brake lock switch.

[0015] According to the above configuration, since the lower side of the convex portion and the upper side of the brake lock switch are formed substantially horizontally in the front-rear direction and are provided opposite to each other, when the fingertip touches the convex portion protruding outward in the vehicle width direction from the brake lock switch before touching the brake lock switch during the operation of the brake lock switch, the driver can recognize that it is a position in front of the side of the brake lock switch.

[0016] Furthermore, according to the above configuration, since both the lower side of the convex portion and the upper side of the brake lock switch are formed substantially horizontally in the front-rear direction, when the fingertip moves from the side of the convex portion to the side of the brake lock switch, it can be moved so as to cross between the brake lock switch and the convex portion, which makes it easier for the driver to recognize that the boundary between the convex portion and the brake lock switch has been crossed.

[0017] Therefore, an accidental operation of the brake lock switch can be prevented.

[0018] As an aspect of the present invention, a hazard switch is provided at a position on the side surface of the gripping portion closer to the upper end than the position of the brake lock switch. According to the above configuration, by providing the hazard switch, which needs to be quickly operated in an emergency, closer to the upper end on the side surface of the gripping portion, it is possible to easily operate the hazard switch while operating the brake and notify surrounding vehicles of an abnormal state.

Effect of the Invention

[0019] According to the present invention, it is possible to prevent an unintended misoperation of the brake lock switch without impairing the operability of the brake lock switch.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Modes for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the figure, arrow F indicates the front of the vehicle, arrow U indicates above the vehicle, arrow R indicates the right side of the vehicle, arrow L indicates the left side of the vehicle, arrow X indicates the axial direction of the steering wheel, arrow Xu indicates the upper side (driver's side) in the axial direction of the steering wheel, and arrow Xd indicates the lower side (opposite side to the driver's side) in the axial direction of the steering wheel, respectively.

[0022] As shown in FIGS. 1 to 4, the vehicle of the present embodiment is a right-hand drive vehicle, and a brake manual operation device 10 that can manually perform a brake operation in a state where a driver with a disabled lower limb, for whom it is difficult to step on the brake pedal or accelerator pedal with their foot, is seated in the driver's seat, and an accelerator manual operation device 30 (see FIGS. 1 to 3) that can manually perform an accelerator operation. Note that the brake manual operation device 10 of the present embodiment corresponds to the driving assistance device of the present invention.

[0023] The brake manual operation device 10 and the accelerator manual operation device 30 are incorporated into the base vehicle by modifying the base vehicle. Hereinafter, the brake manual operation device 10 and the accelerator manual operation device 30 will be described, but prior to that, the schematic structure of the base vehicle will be described.

[0024] On the left and right sides of the front part of the floor panel 2 (see FIG. 4) in the vehicle cabin of the vehicle, a driver's seat 8 and a passenger seat (not shown) are mounted. In front of the driver's seat 8, as shown in FIGS. 1 to 3, a steering wheel 6 that is operated while being gripped by the driver seated in the driver's seat 8 is provided.

[0025] Also, as shown in FIG. 8, the steering wheel 6 includes paddle shift switches 7a and 7b configured by a pair of a shift-up switch 7a for upshifting and a shift-down switch 7b for downshifting.

[0026] In this example, the shift-up switch 7a is provided on the rear surface of the right spoke portion 6a, and the shift-down switch 7b is provided on the rear surface of the left spoke portion 6b.

[0027] As shown in FIGS. 1 to 4, an instrument panel 80 is provided at the front end of the passenger compartment across the entire width direction of the passenger compartment. A center console 85 extending in the front-rear direction is provided between the driver's seat 8 and the passenger seat at the front part of the floor panel 2 of the passenger compartment. Both the instrument panel 80 and the center console 85 form part of the interior members of the passenger compartment, and the front part of the center console 85 is integrally connected to the center part in the width direction of the instrument panel 80.

[0028] As shown in FIG. 3, on the upper surface of the center console 85 extending in the front-rear direction, various operation parts such as a shift knob 86 and a start switch 87 for shift operation, drink holders 88a, 88b, and an armrest 90 are provided in this order from the front side to the rear side.

[0029] The drink holders 88a, 88b are formed in a concave shape so that a drink container can be placed thereon, and are provided with a lid 89 for opening and closing the opening. In this example, between the various operation parts and the armrest 90 in the front-rear direction on the upper surface of the center console 85, the drink holder 88b for the passenger sitting in the passenger seat 3 and the drink holder 88a for the driver are arranged side by side on each of the left and right sides.

[0030] Also, the intermediate region on the upper surface of the center console 85 is not limited to the configuration formed in a concave shape as the drink holders 88a, 88b as in this embodiment, and may be, for example, a configuration formed in a concave shape as a box part for storing small items.

[0031] As shown in FIGS. 1 and 2, in front of the driver's seat 8 on the instrument panel 80, display parts 81 of various instruments such as a tachometer and a speedometer are arranged so as to be visible over the steering wheel 6, and an air-conditioning outlet 82 is arranged above the connection part with the front part of the center console 85 on the left side thereof. Further below, a display 84 of a navigation device is provided.

[0032] Incidentally, an accelerator pedal (not shown) is provided at a position on the floor panel 2 in front of the driver's seat 8 in the vehicle interior where the right foot of the driver seated in the driver's seat 8 is placed, and a brake pedal (not shown) is provided closer to the left side (center side in the vehicle width direction) than the accelerator pedal.

[0033] The accelerator pedal is an organ-type pedal that operates the throttle valve of the engine, and the brake pedal is a hanging-type pedal that operates the brake. Both are common pedals provided in the base vehicle.

[0034] Hereinafter, the brake manual operation device 10 will be described. As shown in FIGS. 1 to 3, the brake manual operation device 10 is installed near the front side of the driver's seat 8, on the left side with respect to the steering wheel 6, that is, near the right wall 85a (see FIG. 2) of the connection portion between the instrument panel 80 of the center console 85 and the floor panel 2.

[0035] As shown in FIG. 2, the brake manual operation device 10 includes a brake operation unit 11 at the upper part and an operation amount transmission unit 12 at the lower part. Further, the brake operation unit 11 includes an operation bar 13 and a shaft support portion 14.

[0036] The operation bar 13 is made of a metal pipe material (so-called round pipe) having a circular cross-section in the axial direction and is arranged in an inclined posture with the front lower and rear upper. Specifically, the operation bar 13 is located at a height where the driver seated in the driver's seat 8 can operate it with the left hand at a position near the left side with respect to the steering wheel 6 (a position corresponding to the boundary between the center console 85 and the floor panel 2 in plan view) (see FIG. 3). Further, as shown in FIG. 4, the operation bar 13 extends forward and downward toward the floor panel 2 near the front side of the driver's seat 8.

[0037] The operation bar 13 is pivotally supported by the shaft support portion 14 at the lower part so that it slides and displaces forward and downward with respect to the shaft support portion 14 when it is pushed forward and downward (that is, the brake operation) along the axial direction of the operation bar 13.

[0038] The operation bar 13 slides axially between a neutral position and a maximum depression position where it is pushed in a predetermined length further in the forward and downward direction from the neutral position. Note that the operation bars 13 shown in FIGS. 1 to 7 all show the state of being arranged at the neutral position.

[0039] The operation amount transmission unit 12 is interposed between the brake operation unit 11 and a brake pedal (not shown), and is configured to transmit the operating force (operation amount) due to the sliding displacement of the operation bar 13 in the forward and downward direction to the brake pedal. That is, the brake pedal provided in the base vehicle is configured to be interlocked with the movement of the operation bar 13 sliding axially by a manual brake operation.

[0040] Thereby, when the brake manual operation device 10 performs a manual brake operation using the operation bar 13, the brake pedal can be rotated by a depression amount corresponding to the sliding amount (depression amount) of the operation bar 13 in the forward and downward direction to operate the brake.

[0041] Also, the operation bar 13 is biased to the neutral position in the same manner as the brake pedal, and the neutral positions of the operation bar 13 and the brake pedal are associated with each other. For this reason, when the pushing in of the operation bar 13 in the forward and downward direction from the neutral position is released by the driver, the operation bar 13 is simultaneously restored to its respective neutral position together with the brake pedal.

[0042] Also, as shown in FIGS. 1 to 3, the accelerator manual operation device 30 of the present embodiment includes an accelerator lever 31 as an accelerator operation member disposed in the vicinity of the inner diameter side with respect to the rim portion 61 of the steering wheel 6.

[0043] The accelerator lever 31 is configured such that it can be pushed downward (toward the side opposite the driver) in the steering axis direction from the neutral position by the thumb or the like of the hand with which the driver grips the steering wheel 6. Further, the accelerator lever 31 is biased toward the neutral position so as to be restored to the neutral position from a position where it is pushed in more than the neutral position.

[0044] Accordingly, the driver can perform a pushing operation on the accelerator lever 31 between the neutral position and the maximum pushed-in position pushed in by a predetermined length, and can perform an operation of the opening degree of the throttle valve of the engine, that is, an acceleration / deceleration operation of the vehicle, according to the amount of pushing.

[0045] Next, the above-described operation bar 13 provided in the brake manual operation device 10 of the present embodiment will be described in more detail. As shown in FIGS. 1 to 7, the operation bar 13 is integrally configured by an operation bar main body portion 15 and a grip portion 16 provided at the upper end of the operation bar main body portion 15.

[0046] The operation bar main body portion 15 includes a base portion 15a and an inclined portion 15c that inclines upward with respect to the base portion 15a, and the base portion 15a and the inclined portion 15c are integrally configured via a bent portion 15b.

[0047] As shown in FIGS. 1 to 4, the base portion 15a extends in a direction that coincides with the front-rear direction in a plan view of the vehicle, and extends linearly in a posture that is inclined forward-lower-rear-upper so as to be coaxial with the shaft support portion 14, and is formed to have substantially the same diameter along the axial direction. As shown in FIG. 2, the lower portion of the base portion 15a is pivotally supported in a state of being fitted into the shaft support portion 14 through an opening 14a that opens upward and rearward of the cylindrical shaft support portion 14.

[0048] As shown in FIG. 4, the inclined portion 15c is inclined forward-lower-rear-upper in the same manner as the base portion 15a, but is inclined forward-lower-rear-upper in a steeper posture (rising posture) than the base portion 15a, and as shown in FIG. 3, it is inclined upward and toward the left side of the vehicle (toward the center console 85 side in the vehicle width direction) with respect to the base portion 15a and extends.

[0049] As a result, as shown in FIG. 7, the upper end of the inclined portion 15c is joined to a position on the right side of the vehicle at the lower part of the gripping portion 16, and the inclined portion 15c supports the gripping portion 16 from below. Note that the lower end of the inclined portion 15c is formed to have substantially the same diameter as the base portion 15a, and is formed in a tapered shape toward the upper end.

[0050] As shown in FIGS. 4 and 5, the gripping portion 16 is provided so as to incline obliquely upward from the upper end of the operation bar main body portion 15 (inclined portion 15c) toward the front of the vehicle, and is formed to a size that can be gripped by the driver's left hand. As a whole, it has a rounded shape so that it is easy for the driver to grip. That is, the gripping portion 16 is arranged in a posture inclined in the front-up and rear-down direction.

[0051] As shown in FIGS. 5 to 7, the gripping portion 16 is configured in a substantially rectangular parallelepiped shape having a left side surface 16a, a right side surface 16b (see FIG. 7), a rear upper surface 16c (also referred to as the front surface) (see FIGS. 5 and 6), a front lower surface 16d (also referred to as the back surface) (see FIG. 7), a front upper surface 16e, and a lower surface 16f. The left side surface 16a, the right side surface 16b, the rear upper surface 16c, the front lower surface 16d, the front upper surface 16e, and the lower surface 16f are formed so as to face the right direction, the left direction, the rear upper direction, the front lower direction, the front upper direction, and the lower direction, respectively.

[0052] During normal driving, mainly the front upper portion of the gripping portion 16 is gripped by the driver's left hand. For example, when the driver grips the gripping portion 16 with the left hand, the palm of the left hand is arranged so as to cover the front upper portion of the rear upper surface 16c of the gripping portion 16. In that state, the fingertip of the thumb of the left hand is arranged at the upper right portion of the left side surface 16a (a portion corresponding to the hazard switch 18 described later), and the index finger and the middle finger wrap around to the front lower surface 16d over the front upper surface 16e, and the fingertips of these index finger and middle finger are arranged at the upper right portion of the front lower surface 16d (a portion corresponding to the paddle shift switches 23a and 23b described later).

[0053] Therefore, the gripping portion 16 is formed in a particularly smooth curved shape on the front upper surface so that it can be easily gripped by the left hand of the driver. For example, the front upper portion of the gripping portion 16 extends smoothly and continuously from the rear upper surface 16c through the front upper surface 16e to the front lower surface 16d, and is formed in a curved shape (arc shape) that smoothly protrudes in the front upper direction when viewed from the side of the vehicle (see FIG. 5).

[0054] A plurality of operation switches for the driver to perform various operations while gripping the gripping portion 16 are arranged on the gripping portion 16.

[0055] Specifically, as shown in FIGS. 5 to 7, a brake lock switch 17 and a hazard switch 18 are arranged on the left side surface 16a of the gripping portion 16.

[0056] The brake lock switch 17 can lock and hold the brake state when the brake is in an operating state. That is, the brake lock switch 17 can hold the operation bar 13 in a depressed state by pressing it in a state where the operation bar 13 for braking is depressed. The brake lock switch 17 can release the brake state by pressing it again.

[0057] In the present embodiment, as shown in FIGS. 5 and 6, the brake lock switch 17 is provided at a position near the lower end on the left side surface 16a, specifically, at a position closer to the rear lower side with respect to the central position in the vertical direction of the left side surface 16a that extends in the front upper rear lower shape.

[0058] That is, the brake lock switch 17 is provided at a position that is not covered (touched) by at least the fingertips of the thumb of the left hand in a state where the driver grips mainly the front upper portion of the gripping portion 16 with the left hand during normal driving (hereinafter referred to as the "normal gripping state").

[0059] Specifically, the brake lock switch 17 is provided at a position on the left side surface 16a that is below the portion where the fingertip of the thumb is placed and directly below the portion where the base of the thumb is placed in the normal gripping state. The brake lock switch 17 is provided within a movable range where the fingertip of the thumb can move rearward and downward with the base of the thumb as a fulcrum from the position of the thumb when the driver grips the gripping portion 16 in the normal gripping state.

[0060] On the other hand, as shown in FIGS. 5 and 6, the hazard switch 18 is provided at a position closer to the upper end than the position of the brake lock switch 17 on the left side surface 16a of the gripping portion 16. Specifically, it is provided at a position closer to the front upper side with respect to the central position in the vertical direction of the left side surface 16a that extends in the front upper - rear lower shape.

[0061] That is, the hazard switch 18 is provided at the position where the fingertip of the thumb is placed when the driver grips the gripping portion 16 in the normal gripping state on the left side surface 16a of the gripping portion 16. Thus, the driver can press the hazard switch 18 more quickly than the brake lock switch 17 with little movement of the thumb from the normal gripping state.

[0062] In the present embodiment, similar to the hazard switch (not shown) provided in front of the driver's seat 8 on the instrument panel 80, the hazard switch 18 can blink a hazard lamp (flashing warning lamp) when pressed by the driver, alerting people around the vehicle and notifying them of danger. Note that the hazard switch 18 is configured to stop the blinking of the hazard lamp when pressed again.

[0063] Also, as shown in FIGS. 5 to 7, the hazard switch 18 and the brake lock switch 17 are arranged at positions separated from each other on the upper and lower sides, and a convex portion 21 that protrudes outward (rightward) from the left side surface 16a is provided between the hazard switch 18 and the brake lock switch 17 on the left side surface 16a of the gripping portion 16.

[0064] The convex portion 21 is provided adjacent to the brake lock switch 17 at a position near the upper front of the brake lock switch 17 on the left side surface 16a, and is also provided adjacent to the hazard switch 18 at a position near the lower rear of the hazard switch 18.

[0065] Similar to the hazard switch 18 and the brake lock switch 17, substantially the whole of the convex portion 21 protrudes so as to project outward (rightward), and an end surface 21a (see FIG. 6) in the protruding direction is formed in a substantially horizontal plane (flat shape) in the vertical direction and the front-rear direction.

[0066] The hazard switch 18 and the brake lock switch 17 have substantially the same protruding height outward, while the convex portion 21 is provided so as to have a height equal to or higher than that of the hazard switch 18 and the brake lock switch 17 outward. In the present embodiment, the convex portion 21 is provided so as to have a slightly higher protruding height outward than the hazard switch 18 and the brake lock switch 17 (see FIG. 7).

[0067] As shown in FIG. 5, the hazard switch 18, the convex portion 21, and the brake lock switch 17 are arranged in a row inclined in the front-upper-rear-lower manner on the left side surface 16a. That is, the longitudinal direction of the left side surface 16a extends inclined in the front-upper-rear-lower manner, and the hazard switch 18, the convex portion 21, and the brake lock switch 17 are arranged in a row along the longitudinal direction of the left side surface 16a.

[0068] The lower side 21d of the convex portion 21 and the upper side 17u of the brake lock switch 17 both extend horizontally in the front-rear direction, and substantially the whole in the front-rear direction is provided facing each other in the vertical direction. The upper side 21u of the convex portion 21 and the lower side 18d of the hazard switch 18 both extend horizontally in the front-rear direction, and substantially the whole in the front-rear direction is provided facing each other in the vertical direction.

[0069] The rear upper edges 18r, 21r, and 17r of the hazard switch 18, the convex portion 21, and the brake lock switch 17 all extend on the same straight line that inclines in the front - upper to rear - lower direction, and the front lower edges 18f, 21f, and 17f of the hazard switch 18, the convex portion 21, and the brake lock switch 17 all extend on the same straight line that inclines in the front - upper to rear - lower direction.

[0070] Specifically, as described above, the hazard switch 18, the convex portion 21, and the convex portion 21 and the brake lock switch 17 are spaced apart from each other with a slight gap in the vertical direction. For this reason, at the boundary between the hazard switch 18 and the convex portion 21, the rear upper edges 18r, 21r extend on substantially the same straight line as if interrupted, and at the boundary between the convex portion 21 and the brake lock switch 17, the rear upper edges 21r, 17r extend on substantially the same straight line as if interrupted.

[0071] Similarly, the front lower edges 18f, 21f of the hazard switch 18 and the convex portion 21 extend on substantially the same straight line as if interrupted at their mutual boundary, and the front lower edges 21f, 17f of the convex portion 21 and the brake lock switch 17 extend on substantially the same straight line as if interrupted at their mutual boundary. Note that the rear upper edge 21r and the front lower edge 21f of the convex portion 21 extend parallel to each other.

[0072] By the way, when operating the brake lock switch 17 from the state where the grip portion 16 is normally gripped by the driver's left hand, the driver moves the fingertip of the thumb located at the hazard switch 18 downward and rearward to the position of the brake lock switch 17 to press the brake lock switch 17.

[0073] Here, as described above, the hazard switch 18, the convex portion 21, and the brake lock switch 17 are arranged on the left side surface 16a in a manner of being inclined in the front - upper to rear - lower direction and arranged in a row. Further, the front lower edges 18f, 21f, 17f extend on the same straight line in the front - upper to rear - lower direction, and the rear upper edges 18r, 21r, 17r are configured to extend on the same straight line in the front - upper to rear - lower direction.

[0074] That is, the hazard switch 18, the convex portion 21, and the brake lock switch 17 are arranged along the above-described downward rearward trajectory of the fingertip of the thumb. Therefore, the driver can quickly move the fingertip of the thumb from the hazard switch 18 to the brake lock switch 17. Further, at that time, since the fingertip of the thumb will surely cross over the convex portion 21, it becomes easier to distinguish between the two switches 17 and 18 by the feeling when crossing over the convex portion 21, and in particular, it is possible to prevent an accidental operation of the brake lock switch 17.

[0075] In addition, since the hazard switch 18, the convex portion 21, and the brake lock switch 17 are provided on the left side surface 16a in the above-described manner, it is possible to adopt a mode in which they are not provided as much as possible in the region along the trajectory of the fingertip of the thumb on the left side surface 16a (that is, a mode in which they are not formed unnecessarily large). Therefore, the chance that the thumb of the driver's left hand holding the grip portion 16 accidentally touches the two switches 17 and 18 and the convex portion 21 is suppressed, and as a result, an accidental operation can be suppressed.

[0076] Also, as shown in FIG. 7, paddle shift switches 23a and 23b are provided on the front lower surface 16d (the back surface on the side opposite to the driver) of the grip portion 16. The paddle shift switches 23a and 23b are a seesaw-type switch in which a shift-down switch 23b for shifting down and a shift-up switch 23a for shifting up are arranged side by side in a pair.

[0077] The paddle shift switches 23a and 23b are arranged at a position where they can be operated, for example, by the fingertips of the index finger and the middle finger in a state where the driver holds the grip portion 16 in a normal holding state at the front upper portion of the front lower surface 16d of the grip portion 16, that is, at a portion closer to the front upper surface 16e.

[0078] Specifically, the driver places the palm of the left hand against the rear upper surface 16c (the surface on the driver side) of the grip portion 16, and in this state, for example, inserts the index finger and middle finger of the left hand from the rear upper surface 16c of the grip portion 16 over the front upper surface 16e and into the front lower surface 16d (the back surface on the side opposite to the driver) to grip the grip portion 16. The paddle shift switches 23a and 23b are provided at positions on the front lower surface 16d of the grip portion 16 where the fingertips of the index finger and middle finger of the left hand are placed when gripping the grip portion 16 with the left hand in this manner.

[0079] Here, as described above, the shift up switch 7a and the shift down switch 7b provided on the steering wheel 6 side are arranged such that the shift up switch 7a is on the right side with respect to the central axis (horn) of the steering wheel 6 in a plan view, and the shift down switch 7b is on the left side with respect to the central axis of the steering wheel 6 (see FIG. 8).

[0080] Regarding the paddle shift switches 23a and 23b provided on the grip portion 16 side, similar to the above-described positional relationship of the paddle shift switch 7 on the steering wheel 6, the shift up switch 23a is on the right side in a plan view (on the left side in a front view of the front lower surface 16d), and the shift down switch 23b is on the left side in a plan view (on the right side in a front view of the front lower surface 16d).

[0081] As a result, the driver can perform a pressing operation on the shift up switch 23a with, for example, the fingertip of the index finger of the left hand while gripping the grip portion 16, and can perform a pressing operation on the shift down switch 23b with, for example, the fingertip of the middle finger.

[0082] Note that the paddle shift switches 23a and 23b provided on the front lower surface 16d of the gripping portion 16 are not limited to being operated by the index finger and middle finger of a person. For example, they may be operated by the middle finger and ring finger, or the index finger and ring finger, etc., and may be operated by other fingers. For example, when operating the paddle shift switches 23a and 23b with the middle finger and ring finger, in the case of the left hand in a state of gripping the gripping portion 16, for example, the shift-up switch 23a can be pressed with the fingertip of the middle finger, and the shift-down switch 23b can be pressed with the fingertip of the ring finger.

[0083] As shown in FIGS. 1 to 4, the brake manual operation device 10 (driving assistance device) of the above-described embodiment includes an operation bar 13 (brake operation portion) that can be manually braked in the vehicle interior. The operation bar 13 is disposed near the left side of the vehicle of the steering wheel 6. As shown in FIGS. 5 to 7, the operation bar 13 includes an operation bar main body portion 15 (brake operation main body portion) and a gripping portion 16. As shown in FIG. 5, the gripping portion 16 is provided to be inclined obliquely upward from the upper end of the operation bar main body portion 15 toward the front of the vehicle. As shown in FIGS. 5 and 6, a brake lock switch 17 is provided at a position near the lower end on the left side surface 16a (the side surface on the driver's seat 8 side) of the gripping portion 16.

[0084] According to the above configuration, by providing the brake lock switch 17 in the lower region (the rear lower region in this example) of the gripping portion 16 where the fingertip of the driver's thumb is difficult to contact when the driver grips the gripping portion 16 during braking operation, it is possible to prevent an unintended erroneous operation of the brake lock switch 17 without impairing the operability of the brake lock switch 17.

[0085] Specifically, according to the above configuration, when the driver holds the upper front part of the rear upper surface 16c of the grip portion 16 provided so as to be inclined obliquely upward toward the front of the vehicle with the palm, the driver's thumb is in a state of being disposed at the upper front portion of the left side surface 16a in the vehicle width direction of the grip portion 16. For this reason, as described above, by providing the brake lock switch 17 at a position closer to the lower end on the left side surface 16a of the grip portion 16, the brake lock switch 17 can be provided in a region below and behind the position where the left hand thumb is placed in the normal gripping state on the left side surface 16a.

[0086] Therefore, as long as the driver does not intentionally move the thumb downward and rearward while holding the grip portion 16, the thumb does not touch the brake lock switch 17, so that unintentional misoperation of the brake lock switch 17 can be prevented.

[0087] On the other hand, when pressing the brake lock switch 17, the driver can press the brake lock switch 17 only by moving the base of the thumb so as to rotate with the base of the thumb as a fulcrum within a range where the tip of the thumb can move downward and rearward, which is a direction in which the tip of the thumb can move, while holding the grip portion 16 with the left hand in the normal gripping state. That is, the brake lock switch 17 can be easily and quickly pressed with the fingertip by the driver's left hand, and the operability is not impaired.

[0088] In addition, since the driver can easily operate the brake lock switch 17, for example, the annoyance of simultaneously performing the operation of the shift switch from the drive mode to the parking mode and the operation of turning on the ignition switch when starting the engine and the pressing operation of the operation bar 13 for braking can be eliminated. Therefore, the driver can manually perform a free driving operation including the brake operation of the vehicle by utilizing the brake lock switch 17.

[0089] In addition, as shown in FIGS. 4 and 5, since the gripping portion 16 of the present embodiment is provided in a posture inclined obliquely upward toward the front of the vehicle, when the driver pushes the operation bar 13 while gripping the gripping portion 16 with the left hand located at the tip of the arm extending obliquely downward from the shoulder during a braking operation, the palm of the left hand can be firmly received by the gripping portion 16.

[0090] Therefore, during a braking operation in which the driver pushes the operation bar 13, the hand gripping the gripping portion 16 can be made less likely to slip downward and forward, improving the operability of the manual braking operation.

[0091] Even if, in the unlikely event that the hand gripping the gripping portion 16 slips forward when the driver pushes the operation bar 13 downward and forward during a braking operation, since the brake lock switch 17 is provided at a position near the lower end and the rear end of the gripping portion 16 as described above, it is possible to avoid the thumb of the left hand touching the brake lock switch 17 and causing an accidental operation.

[0092] As an aspect of the present invention, as shown in FIGS. 5 and 6, a convex portion 21 protruding outward from the left side surface 16a is provided adjacent to the brake lock switch 17 at a position near the upper part of the left side surface 16a of the gripping portion 16.

[0093] According to the above configuration, by providing the convex portion 21 above the brake lock switch 17, accidental operation of the brake lock switch 17 can be further prevented.

[0094] More specifically, in a state where the driver is gripping the gripping portion 16 with the left hand during a braking operation, the thumb of the left hand is disposed at a position near the upper end of the left side surface 16a (that is, in the present embodiment, in a state where the fingertip of the thumb touches the hazard switch 18).

[0095] Here, in the present embodiment, as described above, a convex portion 21 that protrudes outward from the left side surface 16a of the grip portion 16 is provided in the vicinity above the brake lock switch 17.

[0096] Therefore, when the driver moves the fingertip of the left thumb along the left side surface 16a from a position near the upper end of the left side surface 16a to the brake lock switch 17 in a rearward and downward direction, the fingertip moves while gently getting over the convex portion 21. Due to the feeling of the fingertip at this time, the driver can be made to recognize that their fingertip is gradually approaching the brake lock switch 17 (the sense of distance to the brake lock switch 17).

[0097] In particular, by providing the convex portion 21 at the boundary between the hazard switch 18 and the brake lock switch 17 as in the present embodiment, the difference between the two switches 17 and 18 can be immediately recognized by the driver through touch. Therefore, in particular, an erroneous operation of the brake lock switch 17 can be prevented.

[0098] As an aspect of this invention, as shown in FIG. 5, the lower side 21d of the convex portion 21 is formed substantially horizontally in the front-rear direction, and the upper side 17u of the brake lock switch 17 is formed substantially horizontally in the front-rear direction and is provided facing the lower side 21d of the convex portion 21 substantially throughout the front-rear direction. As shown in FIGS. 6 and 7, the convex portion 21 is provided so that the protruding height outward from the brake lock switch 17 is higher.

[0099] According to the above configuration, since substantially the entire upper side 17u of the brake lock switch 17 extending in the front-rear direction is provided facing downward with respect to the lower side 21d of the convex portion 21, when the fingertip of the driver's thumb moves from a position near the upper end of the left side surface 16a to the side of the brake lock switch 17 during the operation of the brake lock switch 17, it is certain that the convex portion 21 can be touched.

[0100] Furthermore, according to the above configuration, the convex portion 21 is provided such that the protruding height outward from the brake lock switch 17 is higher, so that the feeling of touching the convex portion 21 is prominent, and it becomes easier to recognize the difference between the position of the convex portion 21 and the positions other than the convex portion 21. Therefore, malfunction of the brake lock switch 17 can be prevented.

[0101] Moreover, according to the above configuration, since the lower side 21d of the convex portion 21 and the upper side 17u of the brake lock switch 17 are both formed substantially horizontally in the front-rear direction, when the fingertip moves from the side of the convex portion 21 to the side of the brake lock switch 17, it will move across between the brake lock switch 17 and the convex portion 21. For this reason, the driver can easily recognize that they have crossed the boundary portion while the vertical interval of the boundary portion between the convex portion 21 and the brake lock switch 17 is small.

[0102] Therefore, it is possible to prevent malfunction of the brake lock switch 17 while suppressing the moving distance of the thumb downward and backward in a compact layout of the convex portion 21 and the brake lock switch 17.

[0103] As shown in FIGS. 5 and 6, as an aspect of the present invention, a hazard switch 18 is provided at a position closer to the upper end than the position of the brake lock switch 17 on the left side surface 16a of the grip portion 16.

[0104] According to the above configuration, by providing the hazard switch 18, which needs to be operated quickly in an emergency, at a position closer to the upper end where the fingertip of the left thumb holding the grip portion 16 is arranged on the left side surface 16a of the grip portion 16, it is possible to easily operate the hazard switch 18 while performing a braking operation and notify people around the vehicle of a dangerous state.

[0105] The present invention is not limited to the configuration of the above-described embodiments and can be formed in various embodiments. For example, the means for notifying people around the vehicle of danger (danger notification means) is not particularly limited as long as it is a method by which other people can recognize danger, such as vibration, sound, or light. Specifically, when the danger notification means is a means for notifying danger by light, as in the above-described embodiment, not only the hazard lamp (flashing emergency lamp) but also the right turn signal or the left turn signal (direction indicator) can be adopted. When the danger notification means is a means for notifying danger by sound, an audio speaker can be adopted.

[0106] In addition, in the present embodiment, the brake lock switch 17 and the hazard switch 18 are provided on the left side surface 16a of the grip portion 16. However, in the present invention, as long as at least the brake lock switch 17 is provided on the left side surface 16a of the grip portion 16, the hazard switch 18 is not essential, and the paddle shift switches 23a and 23b provided on the front lower surface 16d are not essential either.

[0107] In the present invention, as long as at least the brake lock switch 17 is provided on the left side surface 16a of the grip portion 16, other switches such as switches for controlling ON / OFF of various in-vehicle devices (such as air conditioners and audio systems) may be provided in addition to the brake lock switch 17 and the paddle shift switches 23a and 23b.

[0108] In addition, in the present embodiment, since the brake manual operation device 10 is installed on the left side with respect to the steering wheel 6, the brake lock switch 17 and the hazard switch 18 are provided on the left side surface 16a of the grip portion 16 where the thumb of the driver's left hand that grips the grip portion 16 is located, as described above. In this way, it is preferable that the brake lock switch 17 and the hazard switch 18 are provided on the surface of the grip portion 16 corresponding to the side (driver's seat 8 side) where the thumb of the hand that the driver grips the grip portion 16 is located.

[0109] However, the present invention is not limited to this configuration. When the brake manual operation device 10 is installed on the right side with respect to the steering wheel 6, the brake lock switch 17 and the hazard switch 18 may be provided on the left side surface 16a where the thumb of the driver's right hand that grips the grip portion 16 is located.

Explanation of Symbols

[0110] 6…Steering wheel 10…Brake manual operation device (driving assistance device) 13…Operation bar (brake operation part) 15…Operation bar main body part (brake operation main body part) 16…Grip part 16a…Left side surface (side surface on the driver's seat side) 17…Brake lock switch 21…Protrusion 21d…Lower side of the protrusion 17u…Upper side of the brake lock switch 18…Hazard switch

Claims

1. In a driving assistance device provided with a brake operation unit that can be manually operated for braking in the vehicle interior, the brake operation unit is disposed near the steering wheel, and a gripping portion is provided at the upper end of the brake operation unit, the gripping portion is provided to be inclined obliquely upward toward the front of the vehicle, and a brake lock switch is provided at a position near the lower end on the driver's seat side surface of the gripping portion, characterized in that driving assistance device.

2. Near the upper position of the brake lock switch, a convex portion protruding outward from the side surface of the gripping portion is provided adjacent to the brake lock switch, characterized in that the driving assistance device according to Claim 1.

3. The lower side of the convex portion and the upper side of the brake lock switch are formed substantially horizontally in the front-rear direction and are provided opposite to each other, the convex portion protrudes outward in the vehicle width direction from the brake lock switch, characterized in that the driving assistance device according to Claim 2.

4. A hazard switch is provided at a position on the side surface of the gripping portion closer to the upper end than the position of the brake lock switch, characterized in that the driving assistance device according to any one of Claims 1 to 3.

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