JP7769550B2 - In-vehicle display and operation device - Google Patents

Description

The present invention relates to an in-vehicle display and operation device.

In the seat switch structure (in-vehicle display and operation device) described in Patent Document 1 below, a knob is provided at the tip of a shaft, and a plate-shaped portion of a detection plate is provided at the base end of the shaft. Four strain gauges are provided on one side of the plate-shaped portion. The outer periphery of the plate-shaped portion of the detection plate is fixed by a frame. The strain gauges detect strain on the detection plate when the knob is operated, thereby detecting each of the knob's rotation, tilt, and push-in operations. This allows the seat switch structure to detect operations in multiple directions using the strain gauges.

JP 2011-82034 A

However, the above-mentioned sheet switch structure leaves room for improvement in the following respects. Specifically, in the above-mentioned sheet switch structure, the plate-shaped portion of the detection plate is formed in a circular disk shape with the axial direction of the shaft portion as the plate thickness direction, and the shaft portion extends from the center of the plate-shaped portion to one side in the plate thickness direction. Four strain gauges for detecting the rotation, tilt, and depression of the knob are provided on the same surface of the detection plate. For this reason, when the knob is rotated, for example, the strain of the detection plate detected by the strain gauges tends to be relatively small. As a result, for example, when the knob is rotated with a relatively low operating force, the knob operation may not be detected properly by the strain gauges.

In consideration of the above, the present invention aims to provide an in-vehicle display and operation device that can effectively detect operations on an operation knob.

One or more embodiments of the present invention are directed to an in-vehicle display and operation device comprising: a base; a detection member fixed to the base; an operation knob provided on the opposite side of the detection member from the base; a shaft portion provided between the detection member and the operation knob, the operation knob being immovably attached to one axial end thereof and the detection member being immovably connected to the other axial end thereof; a first strain gauge provided on the detection member and detecting strain in the detection member when an axial pressing force of the shaft portion acts on the operation knob; a second strain gauge provided on the detection member and detecting strain in the detection member when a radial sliding force of the shaft portion acts on the operation knob; and a third strain gauge provided on the operation knob and detecting strain in the operation knob when a circumferential rotational force of the shaft portion acts on the operation knob.

One or more embodiments of the present invention enable good detection of operation of the control knob.

1 is a perspective view showing an in-vehicle display operation device according to a first embodiment. 2 is a plan view of the in-vehicle display/operation device shown in FIG. 1, seen from above with the base removed; FIG. 3 is a bottom view of the in-vehicle display/operation device shown in FIG. 2 as viewed from below. FIG. 4 is a longitudinal cross-sectional view (cross-sectional view taken along line 4-4 in FIG. 1) of the in-vehicle display operation device shown in FIG. 1 as seen from a second direction. FIG. 10 is a perspective view showing an in-vehicle display/operation device according to a second embodiment with the base removed. FIG. 10 is a longitudinal cross-sectional view of the in-vehicle display operation device according to the second embodiment, as viewed from a first direction. FIG. 11 is a perspective view showing an in-vehicle display/operation device according to a third embodiment with the base removed. 8 is a bottom view of the in-vehicle display/operation device shown in FIG. 7 as seen from below. FIG.

(First embodiment)
An in-vehicle display/operation device 10 according to a first embodiment will be described below with reference to FIGS. 1 to 4. The in-vehicle display/operation device 10 constitutes part of an in-vehicle display device (not shown) mounted on a vehicle (automobile) and is configured as a device that detects an operator's operation on the in-vehicle display/operation device 10 and outputs a detection signal to the in-vehicle display device. Arrow A, as appropriately indicated in the drawings, indicates the upper side of the in-vehicle display/operation device 10. In the following description, when the up-down direction is used, it refers to the up-down direction of the in-vehicle display/operation device 10 unless otherwise specified. In the following description, a direction perpendicular to the up-down direction is referred to as a first direction (see arrows B and C in FIGS. 1 to 3), and a direction perpendicular to the first direction as viewed from above is referred to as a second direction (see arrows D and E in FIGS. 1 to 3).

As shown in Figures 1 to 4, the in-vehicle display and operation device 10 includes a base 20, a detection member 30, a shaft 40, and an operation knob 50. The in-vehicle display and operation device 10 also includes a plurality (four in this embodiment) of first strain gauges: pressure operation strain gauges 60A, 60B, 60C, and 60D (hereinafter simply referred to as pressure strain gauges 60A-60D), a plurality (four in this embodiment) of second strain gauges: slide operation strain gauges 70A, 70B, 70C, and 70D (hereinafter simply referred to as slide strain gauges 70A-70D), and a plurality (four in this embodiment) of third strain gauges: rotation operation strain gauges 80A, 80B, 80C, and 80D (hereinafter simply referred to as rotation strain gauges 80A-80D). Each component of the in-vehicle display and operation device 10 is described below.

(Regarding base 20)
The base 20 constitutes the base of the in-vehicle display/operation device 10 and also constitutes the lower end of the in-vehicle display/operation device 10. The base 20 is formed in a generally rectangular plate shape with its thickness direction extending vertically. A base fixing portion 22 for fixing a detection member 30 (described later) is formed in the approximate center of the base 20. The base fixing portion 22 is formed in a generally cross-shaped block shape with its thickness direction extending vertically and protruding upward from the base 20. More specifically, the base fixing portion 22 is formed in a cross shape extending in the first and second directions in a plan view seen from above. A fixing screw portion 22A (see FIG. 4) that opens upward is formed at the tip of the base fixing portion 22, and a female thread is formed on the inner circumferential surface of the fixing screw portion 22A.

(Regarding the detection member 30)
The detection member 30 is formed as a generally cross-shaped plate with its thickness extending vertically. Specifically, the detection member 30 includes a connecting shaft 32 serving as a detection-side connecting portion that forms the center of the detection member 30, and four arm portions 34 extending from the connecting shaft 32 to both sides in the first direction and both sides in the second direction. The connecting shaft 32 is formed as a generally stepped rectangular tube. The arm portions 34 extend from the lower end portion of the connecting shaft 32. In addition, in a plan view, the outer shape of the detection member 30 generally matches the outer shape of the base fixing portion 22 of the base 20. The arm portions 34 are formed as a rectangular plate with their thickness extending vertically, and the thickness of the arm portions 34 is set to be significantly smaller than the width of the arm portions 34.

The tip of the arm portion 34 is formed with an arm fixing portion 34A that protrudes downward as a fixing portion, and a fixing hole 34B is formed through the arm fixing portion 34A. The detection member 30 is then positioned above the base fixing portion 22 of the base 20, and the fixing bolt BL is inserted into the fixing hole 34B from above and threaded into the fixing screw portion 22A of the base fixing portion 22, thereby fixing the arm portion 34 (detection member 30) to the base fixing portion 22 while spaced apart above the base fixing portion 22.

A stopper portion 32C is formed on the outer periphery of the underside of the connecting shaft portion 32. The stopper portion 32C is formed as a rib that protrudes downward and is formed in the shape of a rectangular frame when viewed from below. A specified gap is formed between the stopper portion 32C and the base 20, and when a downward operating force greater than or equal to a specified value is input to the operating knob 50 (described below), the arm portion 34 elastically deforms, causing the stopper portion 32C to abut against the base 20.

(Regarding the shaft portion 40)
The shaft portion 40 is formed in a generally stepped cylindrical shape with its axis extending vertically. Specifically, the diameter of the upper end of the shaft portion 40 is set smaller than the diameter of the remaining portions, and the upper end of the shaft portion 40 is stepped radially inward. A connecting recess 40A that opens downward is formed in the center of the lower surface of the shaft portion 40. When viewed from below, the connecting recess 40A is formed in a rectangular shape corresponding to the outer shape of the connecting shaft portion 32 of the detection member 30. A female thread is formed on the inner peripheral surface of the upper portion of the shaft portion 40. The connecting shaft portion 32 of the detection member 30 is fitted into the connecting recess 40A of the shaft portion 40. A fixing screw SC is inserted into the connecting shaft portion 32 from below and threaded into the female thread of the shaft portion 40, connecting the shaft portion 40 and the detection member 30 so that they cannot move relative to each other.

(Regarding the operation knob 50)
The operation knob 50 constitutes the upper end of the in-vehicle display/operation device 10. The operation knob 50 includes a knob connecting portion 52 connected to the upper end (one axial end) of the shaft portion 40, an operation portion 56 that constitutes the outer periphery of the operation knob 50, and a plurality of spoke portions 54 (four in this embodiment) that connect the knob connecting portion 52 and the operation portion 56.

The knob connecting portion 52 is formed in a generally cylindrical shape with its axis extending vertically, and the diameter of the knob connecting portion 52 matches the diameter of the shaft portion 40. A fitting recess 52A that is open downward is formed in the center of the underside of the knob connecting portion 52. The upper end of the shaft portion 40 is fitted into the fitting recess 52A from below, and the knob connecting portion 52 (i.e., the operating knob 50) is connected to the shaft portion 40 so that it cannot move relative to it.

The spokes 54 are formed in a generally elongated plate shape and extend radially outward from the upper end of the knob connecting portion 52. Specifically, the spokes 54 are formed in a generally elongated plate shape with the circumferential direction of the knob connecting portion 52 being the plate thickness direction and the vertical direction being the width direction, and extend from the upper end of the knob connecting portion 52 to both sides in the first direction and both sides in the second direction. The four spokes 54 are arranged parallel to the four arm portions 34, respectively, and are positioned axially opposite each other with the same circumferential position.

The operating part 56 is formed in a relatively low, generally cylindrical (ring-shaped) shape with its axial direction extending vertically. The operating part 56 is positioned radially outward from the knob connecting part 52 and connected to the tip of the spoke part 54. As a result, the operating part 56 is connected to the shaft part 40 by the spoke part 54 and the knob connecting part 52 so that it cannot move relative to the shaft part 40.

(Regarding the pressure strain gauges 60A to 60D)
The pressure strain gauges 60A to 60D are formed in a substantially rectangular sheet shape and are respectively attached to the upper surface of the tip side (arm fixing portion 34A side) of the arm portion 34 of the detection member 30. More specifically, the pressure strain gauges 60A to 60D are attached to the arm portion 34 with their longitudinal directions aligned with the longitudinal direction of the arm portion 34. The pressure strain gauges 60A to 60D are configured as strain gauges that detect strain in the arm portion 34 based on tensile strain or compressive strain acting in their own longitudinal direction. As will be described in detail later, the pressure strain gauges 60A to 60D are configured as strain gauges that detect strain in the arm portion 34 caused by bending deformation in the plate thickness direction (up and down direction) of the arm portion 34 when a downward operating force (pressure force) is input to the operation knob 50.

(Regarding slide strain gauges 70A to 70D)
Like the pressure strain gauges 60A-60D, the slide strain gauges 70A-70D are formed in a generally rectangular sheet shape and are respectively attached to the underside of the base end (connecting shaft 32 side) portion of the arm portion 34 of the detection member 30. More specifically, the slide strain gauges 70A-70D are attached to the arm portion 34 with their longitudinal directions aligned with the longitudinal direction of the arm portion 34. Like the pressure strain gauges 60A-60D, the slide strain gauges 70A-70D are configured as strain gauges that detect strain in the arm portion 34 based on tensile strain or compressive strain acting in the longitudinal direction of the slide strain gauges. As will be described in detail later, the slide strain gauges 70A-70D are configured as strain gauges that detect strain in the arm portion 34 caused by bending deformation in the thickness direction (up and down direction) of the arm portion 34 when an operating force (sliding force) in a first direction or a second direction is input to the operation knob 50.

(Regarding rotary strain gauges 80A to 80D)
Like the pressure strain gauges 60A-60D, the rotary strain gauges 80A-80D are formed in a generally rectangular sheet shape. The rotary strain gauges 80A-80D are attached to both sides of a pair of spokes 54 in the thickness direction, which are point-symmetrical with respect to the central axis of the operation knob 50 in a plan view. Specifically, the rotary strain gauges 80A-80D are attached to both sides of the spokes 54 in the thickness direction, which extend in the first direction, with their longitudinal directions aligned with the longitudinal direction of the spokes 54. The rotary strain gauges 80A-80D are positioned closer to the base end (the knob connecting portion 52 side) of the spokes 54 in the longitudinal direction. Like the pressure strain gauges 60A-60D, the rotary strain gauges 80A-80D are configured as strain gauges that detect strain in the spokes 54 based on tensile or compressive strain acting in their longitudinal direction. As will be described in more detail later, the rotary strain gauges 80A to 80D are configured as strain gauges for detecting strain in the spoke portion 54 caused by bending deformation in the thickness direction of the spoke portion 54 (circumferential direction of the operating portion 56) when a circumferential operating force (rotational force) is input to the operating portion 56 of the operating knob 50.

Compression strain gauges 60A-60D, sliding strain gauges 70A-70D, and rotary strain gauges 80A-80D each form a Wheatstone bridge circuit (not shown), which is electrically connected to a control unit (not shown). When the control unit applies a voltage to each Wheatstone bridge circuit, an output voltage proportional to the applied voltage and proportional to the change in electrical resistance of the compression strain gauges 60A-60D, sliding strain gauges 70A-70D, and rotary strain gauges 80A-80D is output to the control unit.

When compressive strain acts on the pressure strain gauges 60A-60D (slide strain gauges 70A-70D, rotary strain gauges 80A-80D), the control unit detects a negative strain value, and when tensile strain acts on the pressure strain gauges 60A-60D (slide strain gauges 70A-70D, rotary strain gauges 80A-80D), the control unit detects a positive strain value. Furthermore, as will be described in detail below, the control unit detects the pressing, sliding, and rotating operations of the operating knob 50 based on the pattern of strain values detected from the four pressure strain gauges 60A-60D, slide strain gauges 70A-70D, and rotary strain gauges 80A-80D, and outputs a detection signal to the in-vehicle display device.

(Action and effect)
Next, the operation and effect of the present embodiment will be described while explaining the pressing operation, sliding operation, and rotation operation of the operator on the in-vehicle display operation device 10.

When the operator presses the in-vehicle display/operation device 10, the operator presses the operation knob 50 downward. This inputs a downward pressure to the operation knob 50 and transmits it to the connecting shaft 32 of the detection member 30. The arm fixing portion 34A of the detection member 30 is fixed to the base 20. As a result, the arm portions 34 of the detection member 30 are bent and deformed at four locations, causing the connecting shaft 32 to displace downward. As a result, tensile strain acts on the pressure strain gauges 60A-60D, and the control unit detects positive strain values in all of the pressure strain gauges 60A-60D. Therefore, the control unit detects the operator's pressing of the in-vehicle display/operation device 10 based on the detection results from the pressure strain gauges 60A-60D.

Next, a sliding operation on the in-vehicle display and operation device 10 will be described using a sliding operation on the in-vehicle display and operation device 10 by the operator to one side in the first direction (the direction of arrow B in Figure 4). When the operator slides the in-vehicle display and operation device 10 to one side in the first direction, a sliding force in the first direction is input to the operation knob 50. As a result, the sliding force in the first direction is input to the upper end of the shaft 40. The lower end of the shaft 40 is connected to the connecting shaft 32 of the detection member 30 so as not to move relative to it, and the arm fixing portion 34A of the detection member 30 is fixed to the base 20. As a result, the shaft 40 and the connecting shaft 32 tilt to one side in the first direction, starting from the lower end of the connecting shaft 32. As a result, the arm portion 34 on one side in the first direction is deformed so that the base end of the arm portion 34 on one side in the first direction is displaced downward (toward the direction of arrow a in Figure 4), and the arm portion 34 on the other side in the first direction is deformed so that the base end of the arm portion 34 on the other side in the first direction is displaced upward (toward the direction of arrow b in Figure 4).

As a result, tensile strain acts on slide strain gauge 70A, which is attached to arm portion 34 on one side in the first direction, and the control unit detects a positive strain value. Meanwhile, compressive strain acts on slide strain gauge 70C, which is attached to arm portion 34 on the other side in the first direction, and the control unit detects a negative strain value. Note that no tensile or compressive strain acts on slide strain gauges 70B, 70D, which are attached to arm portions 34 on both sides in the second direction, and therefore the control unit does not detect strain in the arm portions 34 on both sides in the second direction. As a result, the control unit detects the operator's sliding operation to one side in the first direction based on the detection results from the four slide strain gauges 70A-70D.

Next, the rotational operation of the in-vehicle display and operation device 10 will be described using the operator's rotational operation of the in-vehicle display and operation device 10 in one rotational direction (the direction of arrow F in Figure 2). When the operator rotates the in-vehicle display and operation device 10 in one rotational direction, a rotational force in that direction is input to the operation unit 56 of the operation knob 50. In the operation knob 50, the knob connecting portion 52 is connected to the shaft portion 40 so as not to move relative to it, and the spoke portions 54 extend radially outward from the knob connecting portion 52 and are connected to the operation unit 56. As a result, in the operation knob 50, the spoke portions 54 at four locations are bent and deformed so that the tips of the spoke portions 54 are displaced in one rotational direction.

As a result, compressive strain acts on the rotary strain gauge 80A attached to the spoke 54 on one side in the first direction and the rotary strain gauge 80D attached to the spoke 54 on the other side in the first direction, causing the control unit to detect a negative strain value. Meanwhile, tensile strain acts on the rotary strain gauge 80B attached to the arm 34 on one side in the first direction and the rotary strain gauge 80C attached to the spoke 54 on the other side in the first direction, causing the control unit to detect a positive strain value. As a result, the control unit detects the operator's rotation operation in one direction based on the detection results from the four rotary strain gauges 80A-80D.

As explained above, in the in-car display/operation device 10, the operation knob 50 is mounted on the upper end of the shaft 40 so as not to move relative to the shaft, and the detection member 30 is connected to the lower end of the shaft 40 so as not to move relative to the shaft. Furthermore, the rotary strain gauges 80A-80D are mounted on the operation knob 50, and the pressure strain gauges 60A-60D and the sliding strain gauges 70A-70D are mounted on the detection member 30. In other words, the rotary strain gauges 80A-80D, the pressure strain gauges 60A-60D, and the sliding strain gauges 70A-70D are mounted on separate members separated axially by the shaft 40. This allows for accurate detection of operation of the operation knob 50.

In other words, when the in-vehicle display and operation device 10 is rotated, rotational force is directly input to the operation knob 50, allowing the rotation strain gauges 80A-80D to detect the relatively large strain of the operation knob 50 during rotation. Furthermore, since the detection member 30 and operation knob 50 are not a single member but are members connected by the shaft 40 and spaced apart in the axial direction, the structure makes it difficult for rotational torque to be transmitted during rotation of the in-vehicle display and operation device 10. This reduces erroneous detection by the pressure strain gauges 60A-60D and slide strain gauges 70A-70D during rotation of the in-vehicle display and operation device 10. Therefore, operation of the operation knob 50 can be detected accurately.

The operation knob 50 is configured to include a knob connector 52 connected to the shaft 40 so as not to move relative to the shaft 40, elongated spokes 54 extending radially outward from the knob connector 52, and a ring-shaped operation unit 56 connected to the tip of the spoke 54. Rotational strain gauges 80A-80D are provided on the spokes 54. Therefore, when the in-vehicle display/operation device 10 is rotated, the spokes bend and deform circumferentially around the shaft 40 starting from the knob connector 52. This generates strain in the spokes 54, which can be detected by the rotational strain gauges 80A-80D. This allows the rotation of the in-vehicle display/operation device 10 to be detected. Furthermore, the spokes 54 are formed in an elongated shape extending radially from the shaft 40. Therefore, compared to when the spokes 54 are formed in a disc shape, the strain of the spokes 54 during rotation can be increased. This allows for better detection of the rotation of the in-vehicle display/operation device 10.

Furthermore, the rotational strain gauges 80A-80D are positioned closer to the base end (knob connecting portion 52 side) of the spoke portion 54 relative to the longitudinal center. Therefore, when the in-vehicle display/operation device 10 is rotated, the rotational strain gauges 80A-80D can be provided on the base end side of the spoke portion 54, where the circumferential strain of the operation unit 56 is greater. Therefore, the rotational operation of the in-vehicle display/operation device 10 can be effectively detected by the rotational strain gauges 80A-80D.

The spokes 54 are formed in a plate shape with the thickness direction aligned with the circumferential direction of the shaft 40, and rotary strain gauges 80A and 80B (rotary strain gauges 80C and 80D) are provided on both sides of the spokes 54 in the thickness direction. This allows the strain occurring in the thickness direction of one spoke 54 to be detected by the two strain gauges. This allows for even better detection of rotational operations on the in-vehicle display/operation device 10.

In the detection member 30, the connecting shaft 32 is connected to the lower end of the shaft 40 so as not to move relative to the connecting shaft 32, and the arm 34 extends radially outward from the connecting shaft 32. The arm 34 has an arm fixing portion 34A at its tip, which is fixed to the base 20. The arm 34 is provided with pressure strain gauges 60A-60D and slide strain gauges 70A-70D. Therefore, when the in-vehicle display/operation device 10 is pressed or slid, the pressure strain gauges 60A-60D and slide strain gauges 70A-70D detect the strain of the arm 34 caused by the arm 34 bending and deforming in the vertical direction. This allows the in-vehicle display/operation device 10 to be detected. Furthermore, the arm 34 is formed in an elongated shape extending radially from the connecting shaft 32. Therefore, compared to when the detection member 30 is formed in a disk shape, for example, the distortion of the arm portion 34 during pressing and sliding operations can be increased. As a result, pressing and sliding operations on the in-vehicle display and operation device 10 can be detected effectively.

In addition, the pressure strain gauges 60A-60D are provided on the upper surface of the arm portion 34, and the slide strain gauges 70A-70D are provided on the lower surface of the arm portion 34. This allows for greater flexibility in the placement of the pressure strain gauges 60A-60D and slide strain gauges 70A-70D on the arm portion 34.

The arm portion 34 is formed as a long plate with its thickness extending vertically. Therefore, when the in-car display/operation device 10 is pressed or slid, the arm portion 34 is bent in the thickness direction, and the strain of the arm portion 34 due to the bending deformation can be detected by the pressure strain gauges 60A-60D and the slide strain gauges 70A-70D. This allows for more accurate detection of the strain of the arm portion 34. Furthermore, because the arm portion 34 is formed in a plate shape, the pressure strain gauges 60A-60D and the slide strain gauges 70A-70D can be attached to the flat surface of the arm portion 34. This increases the detection accuracy of the pressure strain gauges 60A-60D and the slide strain gauges 70A-70D.

In addition, slide strain gauges 70A-70D are disposed at the base end of arm 34. This allows slide strain gauges 70A-70D to be provided at the base end of arm 34, which experiences a large amount of vertical displacement when sliding the in-vehicle display/operation device 10. Therefore, slide operations of the in-vehicle display/operation device 10 can be effectively detected by slide strain gauges 70A-70D.

In addition, the pressure strain gauges 60A-60D are located at the tip of the arm 34. This allows the pressure strain gauges 60A-60D to be located at the tip of the arm 34, where the amount of vertical displacement is large when the in-vehicle display/operation device 10 is pressed. This allows the pressure strain gauges 60A-60D to effectively detect the pressure on the in-vehicle display/operation device 10.

Furthermore, a downwardly protruding stopper portion 32C is formed on the underside of the connecting shaft portion 32 of the detection member 30, and the stopper portion 32C is configured to be able to abut against the base 20. More specifically, when a downward operating force of a predetermined value or greater is input to the operation knob 50, the arm portion 34 elastically deforms, and the stopper portion 32C abuts against the base 20. When an excessive operating force is input to the operation knob 50 during a pressing operation, sliding operation, or rotating operation on the in-vehicle display operation device 10, causing the connecting shaft portion 32 to displace downward, the stopper portion 32C can limit the downward displacement of the connecting shaft portion 32. This, for example, can prevent plastic deformation of the arm portion 34. Therefore, damage to the in-vehicle display operation device 10 can be prevented.

Furthermore, by aligning the circumferential positions of the spoke portion 54 and the arm portion 34 and aligning the longitudinal orientation of the arrangement of the rotary strain gauges 80A to 80D with that of the pressure strain gauges 60A to 60D and the sliding strain gauges 70A to 70D, it becomes easier to correct the detection sensitivity of each strain gauge, thereby improving detection accuracy.
Moreover, the spokes 54 may be arranged so that their orientation matches the operating direction, and the spokes 54 may be exposed so as to be visible from the outside and used as marks indicating the operating direction.

Second Embodiment
Next, an in-vehicle display/operation device 100 according to a second embodiment will be described with reference to Figures 5 and 6. The in-vehicle display/operation device 100 according to the second embodiment has the same configuration as the in-vehicle display/operation device 10 according to the first embodiment, except for the following points. In Figures 5 and 6, the same reference numerals are used to designate components that are configured in the same manner as the in-vehicle display/operation device 10 according to the first embodiment.

Compared to the first embodiment, the in-vehicle display and operation device 100 omits the rotary strain gauges 80C and 80D and instead has two rotary strain gauges 80A and 80B. The rotary strain gauges 80A and 80B are affixed to the outer peripheral surface of the shaft portion 40 at the vertically middle portion and are spaced 180 degrees apart circumferentially around the shaft portion 40. Specifically, the rotary strain gauge 80A is located on one side of the outer peripheral surface of the shaft portion 40 in the second direction (the side indicated by arrow D in Figures 5 and 6), and the rotary strain gauge 80B is located on the other side of the outer peripheral surface of the shaft portion 40 in the second direction (the side indicated by arrow E in Figures 5 and 6). The rotary strain gauges 80A and 80B are affixed to the outer peripheral surface of the shaft portion 40 with their longitudinal directions aligned with the axial direction of the shaft portion 40. Rotary strain gauges 80A and 80B are strain gauges for measuring torque, with metallic resistive films arranged in an arrow feather shape, and are configured as strain gauges that detect strain in the shaft portion 40 based on tensile or compressive strain acting in a torsional direction around the longitudinal axis of the gauge. As a result, when a circumferential operating force (rotational force) is input to the operating portion 56 of the operating knob 50, the strain in the shaft portion 40 resulting from torsional deformation of the shaft portion 40 is detected by rotary strain gauges 80A and 80B.

In addition, in the in-vehicle display and operation device 100, the plate thickness dimension of the arm portion 34 of the detection member 30 is set to be constant. Specifically, the plate thickness dimension of the arm portion 34 matches the thickness dimension of the arm fixing portion 34A. Note that the arm portion 34 may be configured to have the same shape as the in-vehicle display and operation device 10 of the first embodiment. In addition, in the in-vehicle display and operation device 100, a recess 22B that is open upward is formed in the base fixing portion 22, and the arm portion 34 is configured to be spaced apart from the base fixing portion 22 in the vertical direction.

In the in-vehicle display and operation device 100 of the second embodiment, pressure strain gauges 60A-60D and slide strain gauges 70A-70D are also provided on the elongated arm portion 34. As a result, when the in-vehicle display and operation device 100 is pressed or slid, the pressure strain gauges 60A-60D and slide strain gauges 70A-70D detect the strain of the arm portion 34 caused by the arm portion 34 bending and deforming in the vertical direction, thereby detecting the pressing and sliding operations on the in-vehicle display and operation device 100. Therefore, as with the first embodiment, pressing and sliding operations on the in-vehicle display and operation device 100 can be detected effectively.

Furthermore, in the in-vehicle display and operation device 100, a pair of rotational strain gauges 80A, 80B are provided on the outer peripheral surface of the shaft 40. Therefore, when the operator rotates the in-vehicle display and operation device 100, the pair of rotational strain gauges 80A, 80B detect the strain of the shaft 40 caused by torsional deformation, thereby detecting the rotation of the in-vehicle display and operation device 100. Specifically, the operation knob 50 is connected to the upper end of the shaft 40 so as not to move relative to the operation knob 50, and the lower end of the shaft 40 is connected to the detection member 30 so as to be able to move relative to the operation knob 50. Therefore, when a rotational force is applied to the operation knob 50, the shaft 40 twists such that the upper end of the shaft 40 is displaced circumferentially. Therefore, the pair of rotational strain gauges 80A, 80B detect the strain of the shaft 40 caused by torsional deformation, thereby detecting the rotation of the in-vehicle display and operation device 100.

Furthermore, because the operation knob 50 is connected to the upper end of the shaft 40 so as not to move relative to it, the pair of rotational strain gauges 80A, 80B can detect distortion of the shaft 40 while minimizing transmission loss of the rotational force input to the operation knob 50 to the shaft 40. Therefore, rotational operations on the in-vehicle display/operation device 100 can be detected accurately.

(Third embodiment)
Next, an in-vehicle display/operation device 200 according to a third embodiment will be described with reference to Figures 7 and 8. The in-vehicle display/operation device 200 according to the third embodiment has the same configuration as the in-vehicle display/operation device 10 according to the first embodiment, except for the following points. In Figures 7 and 8, the same reference numerals are used to designate components that are configured in the same manner as the in-vehicle display/operation device 10 according to the first embodiment.

In the in-vehicle display and operation device 200, as with the in-vehicle display and operation device 100 of the second embodiment, the plate thickness dimension of the arm portion 34 of the detection member 30 is set to be constant. Specifically, the plate thickness dimension of the arm portion 34 matches the thickness dimension of the arm fixing portion 34A. Also, in the in-vehicle display and operation device 200, as with the second embodiment, a recess 22B that is open upward is formed in the base fixing portion 22, and the arm portion 34 is configured to be spaced apart from the base fixing portion 22 in the vertical direction.

In addition, in the in-vehicle display/operation device 200, rotational strain gauges 80A-80D are each affixed to the side surface of the arm portion 34 on one circumferential side of the shaft portion 40 (the side indicated by arrow F in Figure 8), and are also positioned in the longitudinal middle of the arm portion 34. Furthermore, the rotational strain gauges 80A-80D are affixed to the side surface of the arm portion 34 with their longitudinal direction aligned with the longitudinal direction of the arm portion 34. The rotational strain gauges 80A-80D are configured as strain gauges for detecting strain in the arm portion 34 resulting from bending deformation of the arm portion 34 when a circumferential operating force (rotational force) is input to the operating portion 56 of the operation knob 50.

In the in-vehicle display and operation device 200 of the third embodiment, pressure strain gauges 60A-60D and slide strain gauges 70A-70D are also provided on the elongated arm portion 34. As a result, when the in-vehicle display and operation device 200 is pressed or slid, the pressure strain gauges 60A-60D and slide strain gauges 70A-70D detect the strain of the arm portion 34 caused by the arm portion 34 bending and deforming in the vertical direction, thereby detecting the pressing and sliding operations on the in-vehicle display and operation device 200. Therefore, as with the first embodiment, pressing and sliding operations on the in-vehicle display and operation device 200 can be detected effectively.

Furthermore, in the in-vehicle display/operation device 200, rotational strain gauges 80A-80D are provided on the side of the arm portion 34. Therefore, when the operator rotates the in-vehicle display/operation device 200, the strain of the arm portion 34 caused by bending deformation can be detected by the rotational strain gauges 80A-80D, making it possible to detect the rotational operation of the in-vehicle display/operation device 200. Specifically, in the detection member 30, the connecting shaft portion 32 is connected to the shaft portion 40 so as not to move relative to it, and the arm fixing portion 34A is fixed to the base 20. Therefore, when the in-vehicle display/operation device 200 is rotated, the base end of the arm portion 34 is bent and displaced circumferentially around the shaft portion 40. Therefore, the strain of the arm portion 34 caused by bending deformation can be detected by the rotational strain gauges 80A-80D, making it possible to detect the rotational operation of the in-vehicle display/operation device 200.

Furthermore, because the rotary strain gauges 80A-80D are provided on the arm portion 34, the pressure strain gauges 60A-60D, the sliding strain gauges 70A-70D, and the rotary strain gauges 80A-80D can be arranged together on the arm portion 34. This makes it easy to perform wiring processes, for example, to connect the pressure strain gauges 60A-60D, the sliding strain gauges 70A-70D, and the rotary strain gauges 80A-80D to the control unit.

In the first to third embodiments, the arm portion 34 of the detection member 30 is formed as a long plate with its thickness extending vertically, but the arm portion 34 may also be formed as a long rod. In this case, the cross-sectional shape of the arm portion 34 can be set as desired.

In addition, in the first to third embodiments, the spokes 54 of the operating knob 50 are formed as long plates with the thickness direction aligned with the circumferential direction of the shaft 40, but the spokes 54 may also be formed as long rods. In this case, the cross-sectional shape of the spokes 54 can be set as desired.

In addition, in the second and third embodiments, a disc-shaped connecting plate may be provided instead of the spoke portion 54 of the operation knob 50, and the operation portion 56 and the knob connecting portion 52 may be connected by the connecting plate.

In addition, in the first to third embodiments, the shaft portion 40 and the detection member 30 are configured as separate members, and the connecting shaft portion 32 of the detection member 30 is fastened and fixed to the shaft portion 40, and is connected to the shaft portion 40 so as not to move relative to it. Alternatively, the detection member 30 and the shaft portion 40 may be integrally molded, and the detection member 30 and the shaft portion 40 may be configured as a single member.

In addition, in the first to third embodiments, the shaft 40 and the operating knob 50 are configured as separate members, and the upper end of the shaft 40 is fitted into the knob connecting portion 52 of the operating knob 50, connecting the operating knob 50 to the shaft 40 so that the operating knob 50 cannot move relative to the shaft 40. Alternatively, the operating knob 50 and the shaft 40 may be integrally molded, so that the operating knob 50 and the shaft 40 are configured as a single member.

In the first to third embodiments, the pressure strain gauges 60A-60D are each attached to the upper surface of the arm portion 34 of the detection member 30. Alternatively, for example, the pressure strain gauges 60A-60D may be attached to the underside of the arm portion 34. In this case, when the operator presses the operation knob 50 downward, the arm portion 34 deforms, causing compressive strain to act on the pressure strain gauges 60A-60D, resulting in negative strain values being detected in each of the pressure strain gauges 60A-60D. The control unit may then be configured to detect the operator's pressure on the in-vehicle display/operation device 10 based on the detection results from the pressure strain gauges 60A-60D. Furthermore, the pressure strain gauges 60A-60D may be arranged on different surfaces, such as by attaching the pressure strain gauge 60A to the upper surface of the arm portion 34 and the pressure strain gauge 60B to the underside of the arm portion 34.

In addition, in the first embodiment, the rotary strain gauges 80A-80D are attached to both thickness-wise sides of the spokes 54 extending in the first direction. Alternatively, for example, the rotary strain gauges 80A and 80D may be attached to the side surfaces of the spokes 54 extending in the second direction, with the four rotary strain gauges 80A-80D being arranged on different spokes 54. In this case, it is possible to arbitrarily select whether to provide each rotary strain gauge 80A-80D on one or the other thickness-wise side of the spokes 54.

In addition, in the third embodiment, the rotary strain gauges 80A to 80D are each attached to the side surface of the arm portion 34 on one circumferential side (the side in the direction of arrow F in FIG. 8) of the shaft portion 40. Alternatively, for example, the rotary strain gauges 80A to 80D may be configured to be attached to the side surface of the arm portion 34 on the other circumferential side (the side opposite the direction of arrow F in FIG. 8). Furthermore, the rotary strain gauges 80A, 80B and the rotary strain gauges 80C, 80D may each be configured to be attached to opposite circumferential side surfaces of the arm portion 34.

In addition, in the first to third embodiments, the detection member 30 is formed in a generally cross-shaped plate shape with the plate thickness direction extending vertically, but the shape of the detection member 30 is not limited to this. For example, the detection member 30 may be formed in a circular plate shape with the plate thickness direction extending vertically, and radial slits may be formed through the detection member 30.

In addition, while four spoke portions 54 are provided in the first embodiment, two or three may be arranged at equal intervals around the circumference, or four or more, for example, eight, may be provided.

10 In-vehicle display/operation device 20 Base 30 Detection member 32 Connecting shaft portion (detection-side connecting portion)
32C Stopper portion 34 Arm portion 34A Arm fixing portion (fixing portion)
40 Shaft portion 50 Operation knob 52 Knob connecting portion 54 Spoke portion 56 Operation portion 60A Pressing operation strain gauge (first strain gauge)
60B Pressing operation strain gauge (first strain gauge)
60C Pressing operation strain gauge (first strain gauge)
60D Pressing operation strain gauge (first strain gauge)
70A Strain gauge for slide operation (second strain gauge)
70B Strain gauge for slide operation (second strain gauge)
70C Strain gauge for slide operation (second strain gauge)
70D Strain gauge for slide operation (second strain gauge)
80A Rotational Operation Strain Gauge (Third Strain Gauge)
80B Rotation operation strain gauge (third strain gauge)
80C Rotational operation strain gauge (third strain gauge)
80D Strain gauge for rotation operation (third strain gauge)
100 In-vehicle display and operation device 200 In-vehicle display and operation device

Claims (8)

With the base,
a detection member fixed to the base;
an operation knob provided on the opposite side of the base with respect to the detection member;
a shaft portion provided between the detection member and the operation knob, the operation knob being attached to one axial end portion thereof so as to be immovable relative to the detection member, and the detection member being connected to the other axial end portion thereof so as to be immovable relative to the operation knob;
a first strain gauge provided on the detection member and configured to detect strain of the detection member when a pressing force in the axial direction of the shaft portion acts on the operation knob;
a second strain gauge provided on the detection member and configured to detect strain of the detection member when a sliding force in a radial direction of the shaft portion acts on the operation knob;
a third strain gauge provided on the operation knob and configured to detect a strain of the operation knob when a rotational force in a circumferential direction of the shaft portion is applied to the operation knob;
An in-vehicle display and operation device comprising: The operation knob is
a knob connecting portion connected to the shaft portion so as not to be movable relative to the shaft portion;
a long spoke portion extending radially outward from the knob connecting portion of the shaft portion;
a ring-shaped operating unit provided radially outward of the shaft portion and connected to the tip end of the spoke portion;
The invention comprises:
2. The in-vehicle display/operation device according to claim 1, wherein the third strain gauge is provided on the spoke portion. The in-vehicle display and operation device described in claim 2, wherein the third strain gauge is positioned closer to the knob connecting portion than the longitudinal center of the spoke portion. The detection member is
a detection-side connecting portion connected to the shaft portion so as to be immovable relative to the shaft portion;
a long arm portion extending from the detection side connecting portion to the radially outer side of the shaft portion;
a fixed portion provided at a tip end of the arm portion and fixed to the base;
The invention comprises:
4. The in-vehicle display/operation device according to claim 1, wherein the first strain gauge and the second strain gauge are provided on the arm portion. The in-vehicle display/operation device described in claim 4, wherein the first strain gauge is provided on the outer peripheral surface of one side of the arm portion in the axial direction, and the second strain gauge is provided on the outer peripheral surface of the other side of the arm portion in the axial direction. The in-vehicle display/operation device according to claim 4 or 5, wherein the arm portion is formed in a plate shape with the axial direction being the plate thickness direction. The in-vehicle display/operation device described in any one of claims 4 to 6, wherein the second strain gauge is disposed at the base end of the arm portion. The in-vehicle display/operation device described in any one of claims 1 to 7, wherein the detection member is provided with a stopper portion that protrudes toward the base and is configured to be able to abut against the base.