Vehicle control system

Abstract

To provide a vehicle control device which can suppress a vehicle from moving against an intention of a driver when the driver unexpectedly touches an operating part in a state where a steeling wheel is positioned at a position other than an expanding position.SOLUTION: A vehicle control device D is provided with: a steering wheel 10 provided with holding parts 1a and 1b and operation levers 3 and 4 that are operated to accelerate or decelerate a vehicle 50; a moving unit that moves the steering wheel 10 to an expanding position and a retreating position; and a CPU 61 that executes acceleration control or deceleration control of the vehicle 50. The CPU 61 does not execute the acceleration control and the deceleration control of the vehicle 50 on the basis of operation of the operation levers 3 and 4, when the operation levers 3 and 4 are operated in a state where the steering wheel 10 is positioned at a position other than the expanding position and a driver M is not in contact with the holding parts 1a and 1b.SELECTED DRAWING: Figure 9

Description

Technical Field

[0001] The present invention relates to a vehicle control device including a steering wheel having an operation unit for accelerating or decelerating a vehicle.

Background Art

[0002] Conventionally, a configuration in which an operation unit for accelerating or decelerating a vehicle is provided on a steering wheel, as described in Patent Document 1, is known. Further, in Patent Document 2, in order to widen the space around the driver's seat during automatic driving of a vehicle or the like, a configuration in which the steering wheel can be moved between a deployed position for the driver to steer and a retracted position retracted forward from the deployed position is described.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, a configuration in which a steering wheel having an operation unit for accelerating or decelerating a vehicle can be moved between a deployed position and a retracted position by combining Patent Document 1 and Patent Document 2 can be considered. However, in this configuration, when the driver accidentally touches the operation unit while the steering wheel is located at a position other than the deployed position, that is, at the retracted position or at a position between the deployed position and the retracted position, the vehicle may perform an unintended operation.

[0005] Therefore, the present invention aims to provide a vehicle control device that can prevent the vehicle from performing unintended actions by the driver when the driver inadvertently touches the control unit while the steering wheel is in a position other than the deployed position. [Means for solving the problem]

[0006] A typical configuration of a vehicle control device according to the present invention for solving the above problems is a vehicle control device mounted on a vehicle and controlling the vehicle, comprising: a steering wheel having a gripping portion for being gripped by a driver, a contact detection unit for detecting contact of the driver with the gripping portion, an operating portion operated by the driver to accelerate or decelerate the vehicle, and an operation detection unit for detecting that the operating portion has been operated; a moving unit for moving the steering wheel to an deployed position for steering the steering wheel and a retracted position moved forward from the deployed position; a position detection unit for detecting that the steering wheel is located in a position other than the deployed position; and a control unit that performs acceleration control or deceleration control of the vehicle based on the detection results of the contact detection unit, the operation detection unit, and the position detection unit, wherein the control unit does not perform acceleration control or deceleration control of the vehicle based on the operation of the operating portion when the operating portion is operated while the steering wheel is located in a position other than the deployed position and the contact detection unit has not detected contact of the driver with the gripping portion.

[0007] According to the present invention, in a vehicle control device, it is possible to suppress the vehicle from performing actions unintended by the driver when the driver unexpectedly touches the control unit while the steering wheel is in a position other than the deployed position. [Brief explanation of the drawing]

[0008] [Figure 1] This is a view from the left side of the area around the driver's seat of a vehicle equipped with a vehicle control device according to one embodiment of the present invention. [Figure 2]This is a view from the left side of the area around the driver's seat of a vehicle equipped with a vehicle control system. [Figure 3] This is a front view of the steering wheel. [Figure 4] This is a front view of the steering wheel with the pads and lower cover removed. [Figure 5] This is a perspective view of the steering wheel with the pads and lower cover removed. [Figure 6] Figure 3 shows a cross-sectional view of the steering wheel taken along the A1-A1 section. [Figure 7] This is a perspective view of the control levers on the steering wheel. [Figure 8] This is a block diagram showing the system configuration of a vehicle control system. [Figure 9] This is a flowchart of the error prevention sequence. [Figure 10] This is a flowchart of the error prevention sequence. [Figure 11] This is a flowchart of the error prevention sequence. [Figure 12] This is a flowchart of the error prevention sequence. [Modes for carrying out the invention]

[0009] (First Embodiment) The following describes the overall configuration of the vehicle control device D according to the first embodiment of the present invention. Note that the dimensions, materials, shapes, and relative arrangements of the components described below are not intended to limit the scope of this invention to those components unless otherwise specified.

[0010] Figures 1 and 2 show the area around the driver's seat 95 of a vehicle 50 equipped with a vehicle control device D, viewed from the left side. In Figure 1, the steering wheel 10 of the vehicle control device D is shown in the deployed position, and in Figure 2, the steering wheel 10 is shown in the retracted position.

[0011] In the following description, each direction mentioned with respect to the steering wheel 10 refers to the direction in which the steering wheel 10 is mounted on the vehicle 50 shown in Figures 1 and 2. Specifically, the left-right direction refers to the left and right directions of the vehicle 50 on which the steering wheel 10 is mounted, or more precisely, the left and right directions as seen from the driver M. The front-rear direction refers to the front and rear directions of the vehicle 50, or more precisely, the front and rear directions as seen from the driver M. The up-down direction refers to the upward and downward directions in the vertical direction.

[0012] As shown in Figures 1 and 2, the vehicle control device D includes a steering wheel 10 for changing the direction of travel of the vehicle 50. The steering wheel 10 is mounted on the vehicle 50 by being connected to a steering shaft 55, which serves as the steering axis. The steering wheel 10 is attached to the end of the steering shaft 55, which protrudes rearward from the instrument panel 57. Of the portion of the steering shaft 55 that protrudes rearward from the instrument panel 57, the portion other than the portion to which the steering wheel 10 is attached is covered by the column cover 56 of the vehicle 50.

[0013] The front end of the steering shaft 55 is supported by a storage box 53. The storage box 53 is a box-shaped member with an open rear end, and has slide rails 53a on its left and right side walls, supporting the steering shaft 55 so that it can move in the front-rear direction via the slide rails 53a. Specifically, slide rails 53a as outer rails are attached to the left and right side walls of the storage box 53, and slide rails 55a as inner rails are attached to the left and right sides of the steering shaft 55, and the steering shaft 55 is supported so that it can move in the front-rear direction by the engagement of these slide rails 53a and 55a. In addition, the storage box 53 is supported on its outer circumference so that it can rotate by bearings 52. As a result, when the steering wheel 10 is steered, the steering shaft 55 rotates integrally with the storage box 53.

[0014] Further, a bracket 58 for movement is connected to the steering shaft 55 by screws (not shown). The bracket 58 extends in a direction orthogonal to the axial direction of rotation of the steering shaft 55 and has a connecting portion 58a connected to the steering shaft 55 and a gear meshing portion 58b formed with a rack gear portion 58b1 that extends forward along the axial direction of rotation of the steering shaft 55 from the upper end portion of the connecting portion 58a. A pinion gear 54a of a motor 54 provided in the vehicle 50 meshes with the rack gear portion 58b1.

[0015] The motor 54 is electrically connected to a CPU 61 (control unit) provided in the vehicle 50 and rotates forward or backward under the control of the CPU 61. When the motor 54 rotates forward, its driving force is transmitted to the bracket 58 via the pinion gear 54a and the rack gear portion 58b1, and the bracket 58, the steering shaft 55 integrated with the bracket 58, and the steering wheel 10 move backward. When the motor 54 rotates backward, its driving force is transmitted to the bracket 58 via the pinion gear 54a and the rack gear portion 58b1, and the bracket 58, the steering shaft 55 integrated with the bracket 58, and the steering wheel 10 move forward. In this way, the steering wheel 10 is configured to be movable in the front-rear direction.

[0016] The CPU 61 controls the motor 54 in response to the operation of a button (not shown) mounted on the vehicle 50, and moves the steering wheel 10 forward or backward. When the driver M steers the steering wheel 10, the driver M operates a button (not shown) to move the steering wheel 10 to the deployed position shown in FIG. 1, which is the position for the driver M to steer the steering wheel 10. Further, when the driver M does not steer the steering wheel 10, such as when the vehicle 50 is stopped or during the execution of the automatic driving function, the driver M operates a button (not shown) to move the steering wheel 10 to the retracted position shown in FIG. 2, which is the position where the steering wheel 10 has retreated forward from the deployed position. That is, the steering shaft 55, the bracket 58, and the motor 54 are a moving unit that moves the steering wheel 10 between the deployed position and the retracted position, and the moving unit and the CPU 61 are included in the vehicle control device D.

[0017] Here, the deployed position is the position where the steering wheel 10 is arranged for the driver M to steer the steering wheel 10 during normal driving. In the case of a configuration where the steering wheel 10 is movable in the front-rear direction, it is generally the rearward position. In this embodiment, it is the position where the steering wheel 10 has moved most rearward. Further, the retracted position is the position where the steering wheel 10 is arranged when the driver M does not normally steer the steering wheel 10 except in an emergency, such as when the vehicle 50 is stopped or during the execution of the automatic driving function. In the case of a configuration where the steering wheel 10 is movable in the front-rear direction, it is generally the forward position. In this embodiment, it is the position where the steering wheel 10 has moved most forward.

[0018] Furthermore, the steering wheel 10 in the retracted position is stored in an unillustrated storage space inside the instrument panel 57 with approximately its rear half exposed to the outside. The steering wheel 10 in the retracted position may be configured to be entirely exposed to the outside, or entirely covered and not exposed to the outside. However, it is preferable that at least a portion of it be exposed to the outside so that the driver M can quickly steer the steering wheel 10 or operate the control levers 3 and 4 described later in an emergency.

[0019] Furthermore, the vehicle control device D has a position sensor 59 (position detection unit) for detecting when the steering wheel 10 is in a position other than the deployed position. The position sensor 59 is mounted on the lower surface of the storage box 53 and consists of a light-emitting unit 59a that emits infrared rays and a light-receiving unit 59b that is mounted on the upper surface of the storage box 53 and receives the infrared rays emitted from the light-emitting unit 59a. The light-receiving unit 59b is electrically connected to the CPU 61 via a cable (not shown). When the steering wheel 10 is in the deployed position, the infrared rays emitted from the light-emitting unit 59a reach the light-receiving unit 59b without being blocked by the steering shaft 55, and the light-receiving unit 59b outputs a high signal. On the other hand, when the steering wheel 10 is in a position other than the deployed position, i.e., the retracted position or a position between the retracted position and the deployed position, the infrared rays emitted from the light-emitting unit 59a are blocked by the steering shaft 55 and do not reach the light-receiving unit 59b, so the light-receiving unit 59b outputs a low signal. The CPU 61 determines that the steering wheel 10 is in the deployed position when the light receiving unit 59b outputs a high signal, and determines that the steering wheel 10 is in a position other than the deployed position when the light receiving unit 59b outputs a low signal. In this embodiment, an infrared light sensor is used as the position sensor 59, but other types of sensors may also be used.

[0020] Next, the configuration of the steering wheel 10 will be described. Figure 3 is a front view of the steering wheel 10. Figure 4 is a front view of the steering wheel 10 with the pad 5 and lower cover 6 removed. Figure 5 is a perspective view of the steering wheel 10 with the pad 5 and lower cover 6 removed. Figure 6 is a cross-sectional view of the steering wheel 10 taken along the A1-A1 section shown in Figure 3. Figure 7 is a perspective view of the operating levers 3 and 4 provided on the steering wheel 10.

[0021] As shown in Figures 3 to 7, the steering wheel 10 comprises a boss portion 2 connected to the steering shaft 55, and a steering portion 1 arranged around the boss portion 2, which is gripped by the driver M and rotated for steering. The steering wheel 10 also comprises a pad 5 covering the rear of the boss portion 2 and a lower cover 6 positioned on the front side of the steering wheel 10. The steering wheel 10 also comprises operating levers 3 and 4, respectively, positioned to the right and left of the boss portion 2, which the driver M operates to accelerate or decelerate the vehicle 50.

[0022] The steering section 1 is a substantially elliptical ring-shaped member with its major axis in the left-right direction, and is formed from a metal core 1x and a resin cover 1y covering the core 1x, except for the portion covered by the pad 5 of the upper connecting section 1c, which will be described later. The right side of the boss section 2 in the steering section 1 is a gripping section 1a (first gripping section) that the driver M grips with their right hand during normal driving. The left side of the boss section 2 in the steering section 1 is a gripping section 1b (second gripping section) that the driver M grips with their left hand during normal driving. The gripping sections 1a and 1b are connected by an upper connecting section 1c that extends in the left-right direction at the top of the steering section 1, and by a lower connecting section 1d that extends in the left-right direction at the bottom of the steering section 1. Note that the portion of the upper connecting section 1c covered by the pad 5 is formed only from the core 1x and does not have a resin cover 1y.

[0023] The gripping portion 1a is provided with a touch sensor 1a1 (contact detection unit, first contact detection unit) that detects contact between the driver M and the gripping portion 1a. The touch sensor 1a1 is attached with adhesive to the outer circumference of a recess 1y1 formed in the gripping portion 1a of the resin cover 1y. A resin cover member 1a2 is attached with adhesive to the outer circumference of the touch sensor 1a1 to prevent it from being exposed to the outside. In this embodiment, a capacitive touch sensor 1a1 is used and consists of electrodes, a detection circuit for detecting capacitance, and a sheet-like substrate for holding them. The detection circuit of the touch sensor 1a1 is electrically connected to the CPU 61 shown in Figure 1 via a cable (not shown). Note that other types of sensors, such as pressure sensors or infrared sensors, may be used as the touch sensor 1a1.

[0024] The gripping portion 1b is provided with a touch sensor 1b1 (contact detection unit, second contact detection unit) that detects contact between the driver M and the gripping portion 1b. The touch sensor 1b1 is attached with adhesive to the outer circumference of a recess 1y2 formed in the gripping portion 1b of the resin cover 1y. A resin cover member 1b2 is attached with adhesive to the outer circumference of the touch sensor 1b1 to prevent it from being exposed to the outside. In this embodiment, a capacitive type touch sensor 1b1 is used and consists of electrodes, a detection circuit for detecting capacitance, and a sheet-like substrate for holding them. The detection circuit of the touch sensor 1b1 is electrically connected to the CPU 61 shown in Figure 1 via a cable (not shown). Note that other types of sensors, such as pressure sensors or infrared sensors, may be used as the touch sensor 1b1.

[0025] The boss portion 2 is a metal member positioned approximately at the center of the steering wheel 10. It is supported by the support plate 20, which is a flat sheet metal, by fitting into a boss support hole (not shown) of the support plate 20, and is fixed to the support plate 20 by screws 71. The boss portion 2 has a shaft hole 2a through which the steering shaft 55 is inserted and fitted. With the tip of the steering shaft 55 inserted and fitted into the shaft hole 2a of the boss portion 2, the tip of the steering shaft 55 is secured with a nut, thereby connecting the boss portion 2 and the steering shaft 55.

[0026] Furthermore, the boss section 2 is connected to the steering section 1 via a support plate 20, two connecting members 21, and support bases 23 and 24. The connecting member 21 is a sheet metal bent into an L shape, with one end 21a fixed to the support plate 20 by a screw 72, and the other end 21b fixed to the lower surface of the core metal 1x of the steering section 1 by a screw (not shown). The support bases 23 and 24 are metal members extending in the front-rear direction, with their front ends fixed to the support plate 20 by screws 85 and 86, respectively, and their rear ends fixed to the lower surface of the upper connecting part 1c of the steering section 1 by a screw (not shown). In this way, the boss section 2 and the steering section 1 are connected. The support base 23 is connected to the upper connecting part 1c of the steering section 1 at the upper part of its rear end, and to the lever support member 30, which will be described later, at the lower part. Similarly, the support base 24 is connected to the upper connecting portion 1c of the steering unit 1 at the upper part of its rear end, and to the lever support member 40, which will be described later, at the lower part.

[0027] Driver M grips the gripping part 1a with his right hand and the gripping part 1b with his left hand, and changes the direction of travel of the vehicle 50 by rotating the steering part 1 around the steering shaft 55 connected to the boss part 2. In this embodiment, the vehicle 50 is equipped with a steer-by-wire system, and the rotation angle of the steering shaft 55, which rotates in response to the rotational steering of the steering part 1, is detected by a sensor (not shown), and the vehicle 50 changes the direction of travel by turning the tires according to this detection result. The vehicle 50 may also be configured to mechanically turn the tires via the steering shaft 55 when the steering wheel 10 is rotated.

[0028] The operating lever 3 (operating section, first operating section) is positioned near the gripping section 1a and is configured to swing relative to the gripping section 1a. Specifically, the operating lever 3 is positioned to the right of the boss section 2 and adjacent to the gripping section 1a on the inside of the steering section 1. Furthermore, the distance L1 between the switching point V1 between the upper surface and the inclined surface of the operating lever 3 and the rearmost vertex V2 of the gripping section 1a is set to within 40 mm so that the driver M can operate the operating lever 3 with their right hand while gripping the gripping section 1a with their right hand. Note that the operating lever 3 may be positioned outside the steering section 1 as long as it is positioned near the steering section 1. However, it is preferable for the operating lever 3 to be positioned inside the steering section 1 because it does not protrude outside the steering section 1, and the degree of freedom in arranging the components around the steering wheel 10 can be increased.

[0029] The operating lever 3 is composed of a metal core 3a and a resin operating cover 3b, and is supported by a lever support member 30. The lever support member 30 is fixed to the rear end 23a of the support base 23 with screws 75, and supports the pivot shaft 31 in a rotatable manner inside, supporting the operating lever 3 via the pivot shaft 31. The core 3a has a pivot portion 3a1 that extends in the left-right direction and is pivotally supported on the pivot shaft 31, and a cover mounting portion 3a2 that extends vertically from the right end of the pivot portion 3a1 and to which the operating cover 3b is attached. A shaft hole 3a1a is formed in the pivot portion 3a1 of the core 3a, and the pivot shaft 31 is inserted through this shaft hole 3a1a. The pivot portion 3a1 and the pivot shaft 31 are fixed together by screws 73 and pins 74 so as not to move relative to each other. In this way, the operating lever 3 is configured to swing around the pivot shaft 31 in the direction of arrow R1 and the opposite direction of arrow R2 shown in Figure 6.

[0030] Furthermore, the swing of the operating lever 3 in the direction of arrow R1 is restricted to a predetermined swing angle by the regulating surface 3a1b formed on the pivot portion 3a1 of the core metal 3a contacting the swing regulating portion 30a of the lever support member 30. Similarly, the swing of the operating lever 3 in the direction of arrow R2 is restricted to a predetermined swing angle by the regulating surface 3a1c formed on the pivot portion 3a1 of the core metal 3a contacting the swing regulating portion 30b of the lever support member 30. In addition, a magnetic lever sensor 32 (operation detection unit, first operation detection unit) that detects the rotation angle of the swing axis 31 is attached near the swing axis 31 of the lever support member 30. The lever sensor 32 detects that the operating lever 3 has been operated by the driver M and the swing angle, which is the amount of operation of the operating lever 3, by detecting the rotation angle of the swing axis 31. The lever sensor 32 is electrically connected to the CPU 61 shown in Figure 1 via a cable (not shown). In this embodiment, a magnetic rotation angle sensor is used as the lever sensor 32, but a configuration using another sensor capable of detecting the amount of movement of the operating lever 3 may also be used.

[0031] The operating cover 3b has an accelerator operating surface 3b1 on its rear side, which is pressed by the driver M with the palm and thumb of the right hand when accelerating the vehicle 50; a brake operating surface 3b2 on its front side, which is pressed by the driver M with the four fingers other than the thumb when decelerating the vehicle 50; and a fitting hole 3b3 into which the cover mounting portion 3a2 of the core metal 3a is fitted and secured with screws (not shown). To improve the operability for the driver M, at least a portion of the accelerator operating surface 3b1 of the operating cover 3b is located behind the rear end surface of the grip portion 1a, and at least a portion of the brake operating surface 3b2 is located in front of the front end surface of the grip portion 1a.

[0032] Driver M accelerates the vehicle 50 by pressing the accelerator operating surface 3b1 of the operating lever 3 forward with the palm and thumb of his right hand and swinging the operating lever 3 in the direction of arrow R1 (first direction). Driver M also decelerates the vehicle 50 by pressing the brake operating surface 3b2 of the operating lever 3 backward with the four fingers other than his thumb and swinging the operating lever 3 in the direction of arrow R2 (second direction). The method of controlling the speed of the vehicle 50 when accelerator and brake operations are performed will be described later.

[0033] The operating lever 4 (operating section, second operating section) is a component with a shape symmetrical to the operating lever 3, positioned symmetrically to the operating lever 3 with respect to the boss section 2, and performs symmetrical operations with respect to the operating lever 3. That is, the operating lever 4 is positioned near the gripping section 1b and is configured to swing relative to the gripping section 1b. Specifically, the operating lever 4 is positioned to the left of the boss section 2 and adjacent to the gripping section 1b inside the steering section 1. Furthermore, the distance L2 between the switching point V3 between the upper surface and the inclined surface of the operating lever 4 and the rearmost vertex V4 of the gripping section 1b is set to within 40 mm so that the driver M can operate the operating lever 4 with their left hand while gripping the gripping section 1b with their left hand. Note that the operating lever 4 may be positioned outside the steering section 1 as long as it is positioned near the steering section 1. However, by positioning the operating lever 4 inside the steering unit 1, the operating lever 4 does not protrude outside the steering unit 1, and the degree of freedom in arranging the components around the steering wheel 10 can be increased. Therefore, it is preferable for the operating lever 4 to be positioned inside the steering unit 1.

[0034] The operating lever 4 is composed of a metal core 4a and a resin operating cover 4b, and is supported by a lever support member 40. The lever support member 40 is fixed to the rear end 24a of the support base 24 with screws 78, and supports the pivot shaft 41 in a rotatable state inside, supporting the operating lever 4 via the pivot shaft 41. The core 4a has a pivot support portion 4a1 that extends in the left-right direction and is pivotally supported on the pivot shaft 41, and a cover mounting portion 4a2 that extends vertically from the right end of the pivot support portion 4a1 and to which the operating cover 4b is attached. A shaft hole 4a1a is formed in the pivot support portion 4a1 of the core 4a, and the pivot shaft 41 is inserted through this shaft hole 4a1a. The pivot support portion 4a1 and the pivot shaft 41 are fixed together by screws 76 and pins 77 so as not to move relative to each other. In this way, the operating lever 4 is configured to swing around the pivot shaft 41 in the direction of arrow R3 and the opposite direction of arrow R4 shown in Figure 6.

[0035] Furthermore, the swing of the operating lever 4 in the direction of arrow R3 is restricted to a predetermined swing angle by the regulating surface 4a1b formed on the pivot support portion 4a1 of the core metal 4a contacting the swing regulating portion 40a of the lever support member 40. Similarly, the swing of the operating lever 4 in the direction of arrow R4 is restricted to a predetermined swing angle by the regulating surface 4a1c formed on the pivot support portion 4a1 of the core metal 4a contacting the swing regulating portion 40b of the lever support member 40. In addition, a magnetic lever sensor 42 (operation detection unit, second operation detection unit) that detects the rotation angle of the oscillation shaft 41 is attached near the oscillation shaft 41 in the lever support member 40. The lever sensor 42 detects that the operating lever 4 has been operated by the driver M and the amount of operation of the operating lever 4, which is the swing angle, by detecting the rotation angle of the oscillation shaft 41. The lever sensor 42 is electrically connected to the CPU 61 shown in Figure 1 via a cable (not shown). In this embodiment, a magnetic rotation angle sensor is used as the lever sensor 42, but a configuration using another sensor capable of detecting the amount of movement of the operating lever 4 may also be used.

[0036] The operating cover 4b has an accelerator operating surface 4b1 on its rear side, which is pressed by the driver M with the palm and thumb of his left hand when accelerating the vehicle 50; a brake operating surface 4b2 on its front side, which is pressed by the driver M with the four fingers other than his thumb when decelerating the vehicle 50; and a fitting hole 4b3 into which the cover mounting portion 4a2 of the core metal 4a is fitted and secured with screws (not shown). To improve the operability for the driver M, at least a portion of the accelerator operating surface 4b1 of the operating cover 4b is located behind the rear end surface of the grip portion 1b, and at least a portion of the brake operating surface 4b2 is located in front of the front end surface of the grip portion 1b.

[0037] Driver M accelerates the vehicle 50 by pressing the accelerator operating surface 4b1 of the operating lever 4 forward with the palm and thumb of his left hand and swinging the operating lever 4 in the direction of arrow R3 (third direction). Driver M also decelerates the vehicle 50 by pressing the brake operating surface 4b2 of the operating lever 4 backward with the four fingers other than his thumb and swinging the operating lever 4 in the direction of arrow R4 (fourth direction). The method of controlling the speed of the vehicle 50 when accelerator and brake operations are performed will be described later.

[0038] As described above, in this embodiment, the steering wheel 10 allows for acceleration of the vehicle 50 by swinging the operating lever 3 in the direction of arrow R1, and braking to decelerate the vehicle 50 by swinging it in the direction of arrow R2. Similarly, acceleration of the vehicle 50 is performed by swinging the operating lever 4 in the direction of arrow R3, and braking to decelerate the vehicle 50 by swinging it in the direction of arrow R4. Therefore, the driver M can perform both acceleration and braking without switching between the operating levers 3 and 4, thus preventing the driver M's driving operations from becoming overly complex.

[0039] In this embodiment, the operating levers 3 and 4 are described in a configuration in which acceleration is performed by swinging them in the direction of arrows R1 and R3, and braking is performed by swinging them in the opposite direction of arrows R2 and R4. However, the present invention is not limited to this, and the direction of swing of the operating levers 3 and 4 during acceleration and braking may be reversed. This is determined by considering, for example, the following points. That is, during driving, acceleration is generally performed more frequently than braking. Also, since the driver M drives in a forward-leaning posture, it is easier to swing the operating levers 3 and 4 by using their own body weight to press them with their palms and thumbs than by using the other four fingers besides the thumbs. Therefore, by using the swing direction of this embodiment, the driver M can easily perform acceleration, which is performed relatively more frequently, thus reducing the burden on the driver M. On the other hand, for example, if the vehicle 50 has a constant speed control function that drives at a speed set by the driver M, the frequency of braking will be higher than the frequency of acceleration during this control. In this case, by reversing the direction of oscillation during accelerator and brake operation compared to the direction in this embodiment, the driver M can operate the brake, which is operated relatively frequently, more easily, thereby reducing the burden on the driver M. Considering these points and other factors, the relationship between the oscillation direction of the operating levers 3 and 4 and the accelerator and brake operations is determined.

[0040] Next, the system configuration of the vehicle control device D will be described. Figure 8 is a block diagram showing the system configuration of the vehicle control device D. As shown in Figure 8, the vehicle control device D includes a memory 62 in which various control programs and data are stored, and a CPU 61 that is electrically connected to the memory 62 and controls each component according to the control programs stored in the memory 62. In this embodiment, the CPU 61 and memory 62 are provided in the vehicle 50, but the CPU 61 and memory 62 may also be provided in the steering wheel 10.

[0041] The touch sensors 1a1 and 1b1 of the steering wheel 10 are electrically connected to the CPU 61. The touch sensors 1a1 and 1b1 output a low signal when the capacitance detected by their detection circuit is below a threshold, and output a high signal when it is above the threshold. When the driver M touches the gripping parts 1a and 1b, the capacitance detected by the detection circuit of the touch sensors 1a1 and 1b1 increases. Therefore, the touch sensors 1a1 and 1b1 output a low signal when the driver M is not touching the gripping parts 1a and 1b, and output a high signal when the driver M is touching the gripping parts 1a and 1b. When the CPU 61 receives a low signal from the touch sensor 1a1, it determines that the driver M is not touching the gripping part 1a, and when it receives a high signal, it determines that the driver M is touching the gripping part 1a. Similarly, when the CPU 61 receives a low signal from the touch sensor 1b1, it determines that the driver M is not in contact with the gripping part 1b, and when it receives a high signal, it determines that the driver M is in contact with the gripping part 1b. In other words, when the touch sensor 1a1 outputs a high signal, it means that the touch sensor 1a1 has detected contact between the driver M and the gripping part 1a, and when the touch sensor 1a1 outputs a low signal, it means that the touch sensor 1a1 has not detected contact between the driver M and the gripping part 1a. Similarly, when the touch sensor 1b1 outputs a high signal, it means that the touch sensor 1b1 has detected contact between the driver M and the gripping part 1b, and when the touch sensor 1b1 outputs a low signal, it means that the touch sensor 1b1 has not detected contact between the driver M and the gripping part 1b.

[0042] The lever sensors 32 and 42 of the steering wheel 10 are also electrically connected to the CPU 61. Lever sensor 32 transmits a signal to the CPU 61 indicating the rotation angle of the pivot axis 31 when the operating lever 3 is swung in the direction of arrow R1 or arrow R2 shown in Figure 6. Similarly, lever sensor 42 transmits a signal to the CPU 61 indicating the rotation angle of the pivot axis 41 when the operating lever 4 is swung in the direction of arrow R3 or arrow R4 shown in Figure 6. Based on the signals received from lever sensors 32 and 42, the CPU 61 determines whether the operating levers 3 and 4 have been operated and the amount of operation of the operating levers 3 and 4, which is the swung angle.

[0043] Furthermore, the motor 54 and position sensor 59 provided on the vehicle 50 are electrically connected to the CPU 61. As described above, the CPU 61 moves the steering wheel 10 to the rearward deployed position by rotating the motor 54 in the forward direction, and moves the steering wheel 10 to the forward retracted position by rotating the motor 54 in the reverse direction. The CPU 61 also determines that the steering wheel 10 is in the deployed position when the light receiving unit 59b of the position sensor 59 outputs a high signal, and determines that the steering wheel 10 is in a position other than the deployed position when the light receiving unit 59b outputs a low signal. In other words, when the position sensor 59 outputs a high signal, it is detected that the steering wheel 10 is in the deployed position, and when the position sensor 59 outputs a low signal, it is detected that the steering wheel 10 is in a position other than the deployed position.

[0044] Furthermore, the CPU 61 is electrically connected to an acceleration / deceleration device 51 mounted on the vehicle 50, which performs acceleration and deceleration of the vehicle 50. The acceleration / deceleration device 51 includes a drive force control device and a braking force control device. The braking force control device is, for example, a brake pad (not shown) of the vehicle 50. The drive force control device is a motor, etc., if the vehicle 50 is an electric vehicle; an engine, etc., if the vehicle 50 is a gasoline vehicle; and a hydrogen engine, etc., if the vehicle 50 is a hydrogen vehicle. The CPU 61 performs acceleration control to accelerate the vehicle 50 and deceleration control to decelerate the vehicle 50 via the control of the acceleration / deceleration device 51.

[0045] Next, the control of the CPU 61 when the operating levers 3 and 4 are operated while the steering wheel 10 is in the deployed position will be described. When the position sensor 59 detects that the steering wheel 10 is in the deployed position and the operating lever 3 is swung in the direction of arrow R1 shown in Figure 6, the CPU 61 controls the acceleration / deceleration device 51 according to the rotation angle of the swing axis 31 detected by the lever sensor 32 to accelerate the vehicle 50. Specifically, the CPU 61 accelerates the vehicle 50 via the acceleration / deceleration device 51 so that the larger the rotation angle of the swing axis 31 detected by the lever sensor 32, the greater the acceleration of the vehicle 50. Also, when the position sensor 59 detects that the steering wheel 10 is in the deployed position and the operating lever 3 is swung in the direction of arrow R2 shown in Figure 6, the CPU 61 controls the acceleration / deceleration device 51 according to the rotation angle of the swing axis 31 detected by the lever sensor 32 to decelerate the vehicle 50. Specifically, the CPU 61 controls the deceleration of the vehicle 50 via the acceleration / deceleration device 51 so that the greater the rotation angle of the pivot shaft 31 detected by the lever sensor 32, the greater the deceleration of the vehicle 50.

[0046] Similarly, when the position sensor 59 detects that the steering wheel 10 is in the deployed position and the operating lever 4 is swung in the direction of arrow R3 shown in Figure 6, the CPU 61 controls the acceleration / deceleration device 51 according to the rotation angle of the swing axis 41 detected by the lever sensor 42 to accelerate the vehicle 50. Specifically, the CPU 61 accelerates the vehicle 50 via the acceleration / deceleration device 51 so that the greater the rotation angle of the swing axis 41 detected by the lever sensor 42, the greater the acceleration of the vehicle 50. Furthermore, when the position sensor 59 detects that the steering wheel 10 is in the deployed position and the operating lever 4 is swung in the direction of arrow R4 shown in Figure 6, the CPU 61 controls the acceleration / deceleration device 51 according to the rotation angle of the swing axis 41 detected by the lever sensor 42 to decelerate the vehicle 50. Specifically, the CPU 61 decelerates the vehicle 50 via the acceleration / deceleration device 51 so that the greater the rotation angle of the swing axis 41 detected by the lever sensor 42, the greater the deceleration of the vehicle 50.

[0047] Next, we will explain the control of the CPU 61 when the operating levers 3 and 4 are operated while the steering wheel 10 is in a position other than the deployed position, i.e., in the retracted position or a position between the deployed position and the retracted position.

[0048] When the steering wheel 10 is in a position other than the deployed position, it is not normally expected that the driver M will steer the steering wheel 10 or operate the control levers 3 and 4. However, it is desirable to enable steering and operation of the control levers 3 and 4 in case of an emergency. On the other hand, when the steering wheel 10 is in a position other than the deployed position, it is predicted that the driver M's awareness of the steering wheel 10 will be lower than when it is in the deployed position, so it can be said that the driver M is more likely to accidentally touch the control levers 3 and 4. Therefore, if the CPU 61 performs acceleration control and deceleration control in response to the operation of the control levers 3 and 4 in the same way as when the steering wheel 10 is in the deployed position, there is a risk that the vehicle 50 will perform actions unintended by the driver M if the driver M accidentally touches the control levers 3 and 4.

[0049] Therefore, the CPU 61 executes an error prevention sequence to prevent the vehicle 50 from performing actions unintended by the driver M when the steering wheel 10 is in a position other than the deployed position. Specifically, the CPU 61 executes the error prevention sequence when it determines, based on the signal received from the position sensor 59, that the steering wheel 10 is in a position other than the deployed position, and also determines, based on the signals received from the lever sensors 32 and 42, that the operating lever 3 or the operating lever 4 has been operated. The error prevention sequence will be explained below using the flowchart shown in Figure 9.

[0050] As shown in Figure 9, first the CPU 61 determines whether the driver M is in contact with the gripping part 1a or gripping part 1b based on the signals received from the touch sensors 1a1 and 1b1 (S1). If the CPU 61 determines that the driver M is not in contact with either the gripping part 1a or the gripping part 1b, it terminates the error prevention sequence without performing acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4.

[0051] On the other hand, if the CPU 61 determines that the driver M is in contact with the gripping part 1a or gripping part 1b, it controls the acceleration / deceleration device 51 according to the rotation angle of the pivot shafts 31 and 41 detected by the lever sensors 32 and 42, similar to when the steering wheel 10 is in the deployed position, to perform acceleration or deceleration control of the vehicle 50 (S2). After that, the CPU 61 terminates the error prevention sequence.

[0052] Thus, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 when the steering wheel 10 is in a position other than the deployed position and the driver M is not in contact with the gripping parts 1a and 1b while the operating levers 3 and 4 are operated. This is for the following reason: When the steering wheel 10 is in a position other than the deployed position, operation of the operating levers 3 and 4 by the driver M is not normally expected, and operation of the operating levers 3 and 4 by the driver M is expected to be an emergency operation. When the driver M operates the operating levers 3 and 4 in an emergency, it is expected that the driver M will operate the operating levers 3 and 4 while in contact with the gripping part 1a or gripping part 1b. Conversely, if the operating levers 3 and 4 are operated in a manner that does not satisfy this condition, there is a possibility of erroneous operation, such as the driver M accidentally touching the operating levers 3 and 4. Therefore, by having the CPU 61 execute the above control, it is possible to prevent the vehicle 50 from performing actions unintended by the driver M when the driver M unexpectedly touches the operating levers 3 and 4 while the steering wheel 10 is in a position other than the deployed position.

[0053] Furthermore, the CPU 61 executes acceleration control or deceleration control of the vehicle 50 when the steering wheel 10 is in a position other than the deployed position and the driver M is in contact with the gripping part 1a or gripping part 1b while the operating levers 3 and 4 are operated. This allows the driver M to accelerate or decelerate the vehicle 50 even when the steering wheel 10 is in a position other than the deployed position, enabling response in emergencies and other situations.

[0054] (Second Embodiment) Next, a vehicle control device G according to a second embodiment of the present invention will be described. Parts that overlap with the description of the first embodiment will be described using the same reference numerals, and their descriptions will be omitted.

[0055] The vehicle control device G according to this embodiment differs from the vehicle control device G according to the first embodiment only in the content of the error prevention sequence; all other components are identical. Therefore, only the content of the error prevention sequence according to this embodiment will be described below, and the other components will not be described.

[0056] Similar to the first embodiment, the CPU 61 determines, based on the signal received from the position sensor 59, that the steering wheel 10 is in a position other than the deployed position, and also determines, based on the signals received from the lever sensors 32 and 42, that the operating lever 3 or the operating lever 4 has been operated, and executes the malfunction prevention sequence. The malfunction prevention sequence of this embodiment will be described below using the flowchart shown in Figure 10. In the following description, the same reference numerals are used for steps in which the CPU 61 performs the same control as in the malfunction prevention sequence of the first embodiment.

[0057] As shown in Figure 10, first the CPU 61 determines whether the driver M is in contact with the gripping part 1a or gripping part 1b based on the signals received from the touch sensors 1a1 and 1b1 (S1). If the CPU 61 determines that the driver M is not in contact with either the gripping part 1a or the gripping part 1b, it terminates the error prevention sequence without performing acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4.

[0058] On the other hand, if the CPU 61 determines that the driver M is in contact with the gripping part 1a or gripping part 1b, it determines whether the continuous operation time of the operating levers 3 and 4 is greater than or equal to a predetermined value based on the signals received from the lever sensors 32 and 42 (S10). Here, the continuous operation time is the time from when the driver M starts moving the operating levers 3 and 4 from their initial position (a position where acceleration control and deceleration control are not performed) until the operating levers 3 and 4 are returned to their initial position. In this embodiment, in step S10, the CPU 61 determines whether the continuous operation time of the operating levers 3 and 4 is 1 second or more, but this threshold value for operation time can be arbitrarily set.

[0059] Next, if the CPU 61 determines that the continuous operation time of the operating levers 3 and 4 is less than 1 second, it terminates the error prevention sequence without performing acceleration and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4. On the other hand, if the CPU 61 determines that the continuous operation time of the operating levers 3 and 4 is 1 second or more, it controls the acceleration / deceleration device 51 according to the rotation angle of the pivot shafts 31 and 41 detected by the lever sensors 32 and 42, similar to when the steering wheel 10 is in the deployed position, and performs acceleration or deceleration control of the vehicle 50 (S2). After that, the CPU 61 terminates the error prevention sequence.

[0060] Thus, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 when the steering wheel 10 is in a position other than the deployed position and the driver M is not in contact with the gripping parts 1a and 1b while the operating levers 3 and 4 are operated. Furthermore, even when the driver M is in contact with the gripping part 1a or 1b while the operating levers 3 and 4 are operated, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4 if the continuous operation time of the operating levers 3 and 4 is less than a predetermined time.

[0061] This is for the following reasons. Specifically, when the steering wheel 10 is in a position other than the deployed position, operation of the driver M's control levers 3 and 4 is not normally expected, and operation of the control levers 3 and 4 by the driver M is expected to be an emergency operation. When the driver M operates the control levers 3 and 4 in an emergency, it is expected that the driver M will operate the control levers 3 and 4 continuously for a predetermined time or longer while in contact with the gripping part 1a or gripping part 1b. Conversely, if the control levers 3 and 4 are operated in a manner that does not satisfy these conditions, there is a possibility of erroneous operation, such as the driver M accidentally touching the control levers 3 and 4. Therefore, by having the CPU 61 execute the above control, it is possible to suppress the vehicle 50 from performing actions unintended by the driver M when the driver M accidentally touches the control levers 3 and 4 while the steering wheel 10 is in a position other than the deployed position.

[0062] Furthermore, the CPU 61 executes acceleration control or deceleration control of the vehicle 50 if the steering wheel 10 is in a position other than the deployed position, the driver M is in contact with the gripping part 1a or gripping part 1b, and the operating levers 3 and 4 are operated continuously for a predetermined time or longer. This allows the driver M to accelerate or decelerate the vehicle 50 even when the steering wheel 10 is in a position other than the deployed position, enabling response in emergencies and other situations.

[0063] (Third embodiment) Next, a vehicle control device G according to the third embodiment of the present invention will be described. Parts that overlap with the descriptions of the first and second embodiments will be described using the same reference numerals, and their descriptions will be omitted.

[0064] The vehicle control device G according to this embodiment differs from the vehicle control device G according to the first embodiment only in the content of the error prevention sequence; all other components are identical. Therefore, only the content of the error prevention sequence according to this embodiment will be described below, and the other components will not be described.

[0065] Similar to the first embodiment, the CPU 61 determines, based on the signal received from the position sensor 59, that the steering wheel 10 is in a position other than the deployed position, and also determines, based on the signals received from the lever sensors 32 and 42, that the operating lever 3 or the operating lever 4 has been operated, and executes the malfunction prevention sequence. The malfunction prevention sequence of this embodiment will be described below using the flowchart shown in Figure 11. In the following description, the same reference numerals are used for steps in which the CPU 61 performs the same control as in the malfunction prevention sequence of the first or second embodiment.

[0066] As shown in Figure 11, the CPU 61 first determines whether the driver M is in contact with the gripping part 1a or gripping part 1b based on the signals received from the touch sensors 1a1 and 1b1 (S1). If the CPU 61 determines that the driver M is not in contact with either the gripping part 1a or the gripping part 1b, it terminates the error prevention sequence without performing acceleration and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4.

[0067] On the other hand, if the CPU 61 determines that the driver M is in contact with the gripping part 1a or gripping part 1b, it determines, based on the signals received from the lever sensors 32 and 42, whether the operating levers 3 and 4 have been operated at a predetermined operating speed or higher (S20). In other words, in step S4, the CPU 61 determines whether the swing speed (movement speed) of the operating lever 3 or the operating lever 4 is above a predetermined level. In this embodiment, in step S20, the CPU 61 determines whether the rotational angular velocity of the swing axes 31 and 41 is 0.4π / s or higher as the operating speed of the operating levers 3 and 4, but this threshold for operating speed can be arbitrarily determined.

[0068] Next, if the CPU 61 determines that the operating speed of the operating levers 3 and 4 is less than a predetermined value, it terminates the error prevention sequence without performing acceleration and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4. On the other hand, if the CPU 61 determines that the operating speed of the operating levers 3 and 4 is greater than or equal to a predetermined value, it controls the acceleration / deceleration device 51 according to the rotation angle of the pivot shafts 31 and 41 detected by the lever sensors 32 and 42, similar to when the steering wheel 10 is in the deployed position, and performs acceleration or deceleration control of the vehicle 50 (S2). After that, the CPU 61 terminates the error prevention sequence.

[0069] Thus, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 when the steering wheel 10 is in a position other than the deployed position and the driver M is not in contact with the gripping parts 1a and 1b while the operating levers 3 and 4 are operated. Furthermore, even when the driver M is in contact with the gripping part 1a or 1b while the operating levers 3 and 4 are operated, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4 if the operating levers 3 and 4 are not operated at a predetermined operating speed or higher.

[0070] This is for the following reasons. Specifically, when the steering wheel 10 is in a position other than the deployed position, operation of the driver M's control levers 3 and 4 is not normally expected, and operation of the control levers 3 and 4 by the driver M is expected to be an emergency operation. When the driver M operates the control levers 3 and 4 in an emergency, it is expected that the driver M will operate the control levers 3 and 4 at a predetermined operating speed or faster while in contact with the gripping part 1a or gripping part 1b. Conversely, if the control levers 3 and 4 are operated in a manner that does not satisfy these conditions, there is a possibility of erroneous operation, such as the driver M accidentally touching the control levers 3 and 4. Therefore, by having the CPU 61 execute the above control, it is possible to suppress the vehicle 50 from performing actions unintended by the driver M when the driver M accidentally touches the control levers 3 and 4 while the steering wheel 10 is in a position other than the deployed position.

[0071] Furthermore, the CPU 61 executes acceleration control or deceleration control of the vehicle 50 when the steering wheel 10 is in a position other than the deployed position, the driver M is in contact with the gripping part 1a or gripping part 1b, and the operating levers 3 and 4 are operated at a predetermined operating speed or higher. As a result, even when the steering wheel 10 is in a position other than the deployed position, the driver M can accelerate or decelerate the vehicle 50, enabling response in emergencies and other situations.

[0072] (Fourth Embodiment) Next, a vehicle control device G according to the fourth embodiment of the present invention will be described. Parts that overlap with the descriptions of the first, second, and third embodiments will be described using the same reference numerals, and their descriptions will be omitted.

[0073] The vehicle control device G according to this embodiment differs from the vehicle control device G according to the first embodiment only in the content of the error prevention sequence; all other components are identical. Therefore, only the content of the error prevention sequence according to this embodiment will be described below, and the other components will not be described.

[0074] Similar to the first embodiment, the CPU 61 determines, based on the signal received from the position sensor 59, that the steering wheel 10 is in a position other than the deployed position, and also determines, based on the signals received from the lever sensors 32 and 42, that the operating lever 3 or the operating lever 4 has been operated, and executes the malfunction prevention sequence. The malfunction prevention sequence of this embodiment will be described below using the flowchart shown in Figure 12. In the following description, the same reference numerals are used for steps in which the CPU 61 performs the same control as in the malfunction prevention sequence of the first, second, or third embodiment.

[0075] As shown in Figure 12, first the CPU 61 determines whether the driver M is in contact with the gripping part 1a or gripping part 1b based on the signals received from the touch sensors 1a1 and 1b1 (S1). If the CPU 61 determines that the driver M is not in contact with either the gripping part 1a or the gripping part 1b, it terminates the error prevention sequence without performing acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4.

[0076] On the other hand, if the CPU 61 determines that the driver M is in contact with the gripping part 1a or gripping part 1b, it determines whether the continuous operation time of the operating levers 3 and 4 is greater than or equal to a predetermined value based on the signals received from the lever sensors 32 and 42 (S10). In this embodiment, in step S10, the CPU 61 determines whether the continuous operation time of the operating levers 3 and 4 is 1 second or more, but this threshold value for operation time can be arbitrarily determined.

[0077] Next, if the CPU 61 determines that the continuous operation time of the operating levers 3 and 4 is less than 1 second, it terminates the error prevention sequence without performing acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4. On the other hand, if the CPU 61 determines that the continuous operation time of the operating levers 3 and 4 is 1 second or more, it determines, based on the signals received from the lever sensors 32 and 42, whether the operating levers 3 and 4 were operated at a predetermined operating speed or higher (S20). In this embodiment, in step S20, the CPU 61 determines whether the rotational angular velocity of the pivot shafts 31 and 41 is 0.4π / s or higher as the operating speed of the operating levers 3 and 4, but this threshold for operating speed can be arbitrarily determined.

[0078] Next, if the CPU 61 determines that the operating speed of the operating levers 3 and 4 is less than a predetermined value, it terminates the error prevention sequence without performing acceleration and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4. On the other hand, if the CPU 61 determines that the operating speed of the operating levers 3 and 4 is greater than or equal to a predetermined value, it controls the acceleration / deceleration device 51 according to the rotation angle of the pivot shafts 31 and 41 detected by the lever sensors 32 and 42, similar to when the steering wheel 10 is in the deployed position, and performs acceleration or deceleration control of the vehicle 50 (S2). After that, the CPU 61 terminates the error prevention sequence.

[0079] Thus, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 if the steering wheel 10 is in a position other than the deployed position and the driver M is not in contact with the gripping parts 1a and 1b when the operating levers 3 and 4 are operated. Furthermore, even if the driver M is in contact with the gripping part 1a or gripping part 1b when the operating levers 3 and 4 are operated, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4 if the operating levers 3 and 4 are not operated at a predetermined operating speed or higher. Furthermore, even if the driver M is in contact with the gripping part 1a or gripping part 1b when the operating levers 3 and 4 are operated continuously for a predetermined time or longer, the CPU 61 does not perform acceleration control and deceleration control of the vehicle 50 based on the operation of the operating levers 3 and 4 if the operating levers 3 and 4 are not operated at a predetermined operating speed or higher.

[0080] This is for the following reasons. Specifically, when the steering wheel 10 is in a position other than the deployed position, operation of the driver M's control levers 3 and 4 is not normally expected, and operation of the control levers 3 and 4 by the driver M is expected to be an emergency operation. When the driver M operates the control levers 3 and 4 in an emergency, it is expected that the driver M will operate the control levers 3 and 4 continuously for a predetermined time or longer and at a predetermined operating speed or faster, while in contact with the gripping part 1a or gripping part 1b. Conversely, if the control levers 3 and 4 are operated in a manner that does not satisfy these conditions, there is a possibility of erroneous operation, such as the driver M accidentally touching the control levers 3 and 4. Therefore, by having the CPU 61 execute the above control, it is possible to suppress the vehicle 50 from performing actions unintended by the driver M when the driver M accidentally touches the control levers 3 and 4 while the steering wheel 10 is in a position other than the deployed position.

[0081] Furthermore, the CPU 61 executes acceleration control or deceleration control of the vehicle 50 if the steering wheel 10 is in a position other than the deployed position, the driver M is in contact with the gripping part 1a or gripping part 1b, and the operating levers 3 and 4 are operated continuously for a predetermined time or longer at a predetermined operating speed or faster. This allows the driver M to accelerate or decelerate the vehicle 50 even when the steering wheel 10 is in a position other than the deployed position, enabling response in emergencies and other situations.

[0082] In the first to fourth embodiments described above, the steering wheel 10 has an operating lever 3 and an operating lever 4, and these operating levers 3 and 4 are configured to perform both accelerator and brake operations. However, the present invention is not limited to these configurations. That is, even if only one of the operating levers 3 and 4 is provided, the same effects can be obtained by having the CPU 61 perform the above-mentioned control. Similarly, even if the operating levers 3 and 4 are configured to perform only one of either accelerator or brake operations, the same effects can be obtained by having the CPU 61 perform the above-mentioned control. However, the configuration of the steering wheel 10 having an operating lever 3 and an operating lever 4, and having the operating levers 3 and 4 to perform both accelerator and brake operations, as in this embodiment, is preferable because the driver M can operate the operating levers 3 and 4 with their right and left hands respectively, and can perform accelerator and brake operations without changing their grip on the operating levers 3 and 4, thereby suppressing the complexity of driving operations.

[0083] Furthermore, although the first to fourth embodiments described above have shown a configuration in which the CPU 61 performs similar control when the operating levers 3 and 4 are operated to accelerate the vehicle 50 and when the operating levers 3 and 4 are operated to decelerate the vehicle 50, the present invention is not limited thereto. That is, since the vehicle 50 often requires sudden deceleration rather than sudden acceleration from the viewpoint of accident prevention, it is often more convenient if sudden deceleration can be performed relatively easily when the steering wheel 10 is in a position other than the deployed position. For this reason, the error prevention sequences of the first to fourth embodiments described above may be appropriately combined to create a configuration in which deceleration can be performed more easily than acceleration when the steering wheel 10 is in a position other than the deployed position.

[0084] For example, when the steering wheel 10 is in a position other than the deployed position, the CPU 61 may execute the error prevention sequence of the first embodiment when the operating levers 3 and 4 are swung in the direction of arrows R2 and R4 to decelerate the vehicle 50, and the CPU 61 may execute the error prevention sequence of the second, third, or fourth embodiment when the operating levers 3 and 4 are swung in the direction of arrows R1 and R3 to accelerate the vehicle 50. Alternatively, when the steering wheel 10 is in a position other than the deployed position, the CPU 61 may execute the error prevention sequence of the first, second, or third embodiment when the operating levers 3 and 4 are swung in the direction of arrows R2 and R4 to decelerate the vehicle 50, and the CPU 61 may execute the error prevention sequence of the fourth embodiment when the operating levers 3 and 4 are swung in the direction of arrows R1 and R3 to accelerate the vehicle 50.

[0085] Furthermore, although the first to fourth embodiments described above have described that the steering wheel 10 has operating levers 3 and 4 as operating parts for accelerating or decelerating the vehicle 50, the present invention is not limited to this, and the invention may also be configured to provide buttons or switches as operating parts. That is, for example, the steering wheel 10 may be provided with buttons as operating parts and sensors for detecting the amount of button operation, and the CPU 61 may perform the same control as described above when the operating levers 3 and 4 are operated according to the detection results of the position sensor 59 and touch sensors 1a1 and 1b1 and the amount of button operation, and the same effects as described above can be obtained. Similarly, the steering wheel 10 may be provided with switches as operating parts and sensors for detecting the amount of switch operation, and the CPU 61 may perform the same control as described above when the operating levers 3 and 4 are operated according to the detection results of the position sensor 59 and touch sensors 1a1 and 1b1 and the amount of switch operation, and the same effects as described above can be obtained. [Explanation of symbols]

[0086] 1...Steering unit, 1a...Gripping unit (first gripping unit), 1a1...Touch sensor (contact detection unit, first contact detection unit), 1b...Gripping unit (second gripping unit), 1b1...Touch sensor (contact detection unit, second contact detection unit), 2...Boss unit, 3...Operating lever (operating unit, first operating unit), 4...Operating lever (operating unit, second operating unit), 10...Steering wheel, 32...Lever sensor (operation detection unit, first operation detection unit), 42...Lever sensor (operation detection unit, second operation detection unit), 50...Vehicle, 54...Motor (movement unit), 55...Steering shaft (steering axis, movement unit), 58...Bracket (movement unit), 59...Position sensor (position detection unit), 61...CPU (control unit), D...Vehicle control device

Claims

1. In a vehicle control device installed in a vehicle and used to control the vehicle, It is a steering wheel, A gripping part that is held by the driver, A contact detection unit that detects contact of the driver with the gripping part, A control unit operated by the driver to accelerate or decelerate the vehicle, An operation detection unit that detects when the operation unit has been operated, A steering wheel equipped with, A moving unit for moving the steering wheel between an extended position for steering the steering wheel and a retracted position moved forward from the extended position, A position detection unit that detects when the steering wheel is located in a position other than the deployed position, A control unit that performs acceleration control or deceleration control of the vehicle based on the detection results of the contact detection unit, the operation detection unit, and the position detection unit, Equipped with, The control unit, If the steering wheel is in a position other than the deployed position, and the contact detection unit does not detect contact between the driver and the gripping unit, and the operating unit is operated, the vehicle's acceleration and deceleration control based on the operation of the operating unit will not be performed. If the steering wheel is in a position other than the deployed position, and the contact detection unit detects contact between the driver and the gripping unit, and the operating unit is operated, the vehicle's acceleration control or deceleration control is executed based on the operation of the operating unit. A vehicle control device characterized by the following features.

2. The vehicle control device according to claim 1, characterized in that even if the control unit is operated while the steering wheel is in a position other than the deployed position and the contact detection unit has detected contact between the driver and the gripping unit, if the continuous operation time of the operation is less than a predetermined time, the control unit does not perform acceleration control and deceleration control of the vehicle based on the operation of the operation unit.

3. The vehicle control device according to claim 2, characterized in that the control unit performs acceleration control or deceleration control of the vehicle based on the operation of the operation unit when the steering wheel is in a position other than the deployed position and the operation unit is operated continuously for a predetermined time or longer while the contact detection unit has detected contact of the driver with the gripping unit.

4. The vehicle control device according to claim 2, characterized in that even if the control unit is in a position other than the deployed position and the operating unit is operated continuously for a predetermined time or longer while the steering wheel is in a position other than the deployed position and the contact detection unit has detected contact of the driver with the gripping unit, if the operating unit is not operated at a predetermined operating speed or higher, the control unit does not perform acceleration control and deceleration control of the vehicle based on the operation of the operating unit.

5. The vehicle control device according to claim 4, characterized in that the control unit performs acceleration control or deceleration control of the vehicle based on the operation of the operation unit when the steering wheel is in a position other than the deployed position, the contact detection unit detects contact of the driver with the gripping portion, and the operation unit is operated continuously for a predetermined time or longer at a predetermined operating speed or faster.

6. The vehicle control device according to claim 1, characterized in that even if the control unit is operated while the steering wheel is in a position other than the deployed position and the contact detection unit has detected contact between the driver and the gripping unit, if the control unit is not operated at a predetermined operating speed or higher, the control unit does not perform acceleration control and deceleration control of the vehicle based on the operation of the operation unit.

7. The vehicle control device according to claim 6, characterized in that the control unit performs acceleration control or deceleration control of the vehicle based on the operation of the operation unit when the steering wheel is in a position other than the deployed position, the contact detection unit detects contact of the driver with the gripping portion, and the operation unit is operated at a predetermined operating speed or higher.

8. The vehicle control device according to any one of claims 1 to 7, characterized in that the control unit performs acceleration control or deceleration control of the vehicle based on the operation of the operation unit when the operation unit is operated while the steering wheel is in the deployed position.

9. The steering wheel comprises a boss portion connected to the steering shaft of the vehicle, The gripping portion has a first gripping portion located to the right of the boss portion and a second gripping portion located to the left of the boss portion. The vehicle control device according to any one of claims 1 to 7, characterized in that the operating unit has a first operating unit located to the right of the boss unit and a second operating unit located to the left of the boss unit.

10. The vehicle control device according to claim 9, characterized in that the first operating unit is positioned adjacent to the first gripping unit in the left-right direction, and the second operating unit is positioned adjacent to the second gripping unit in the left-right direction.

11. The first operating section is configured to be movable relative to the first gripping section, and is moved in a first direction to accelerate the vehicle, and in a second direction opposite to the first direction to decelerate the vehicle. The vehicle control device according to claim 9, characterized in that the second operating part is configured to be movable relative to the second gripping part, and is moved in a third direction to accelerate the vehicle and in a fourth direction opposite to the third direction to decelerate the vehicle.

12. The vehicle control device according to any one of claims 1 to 7, characterized in that when the steering wheel is in the retracted position, at least a portion of it is exposed to the outside.

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