JPS647671B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a steering device for a driving training machine provided for simulated driving practice.

Conventionally, a driving training machine has been used as a simulation device for practicing car driving, in which driving operations are performed while looking at a screen, but the steering system does not take into account the steering reaction force against rotational operation of the steering wheel. It lacks a sense of reality.

In other words, in actual driving of a car, when the steering wheel is rotated, a reaction force is generated due to the relationship between the tires and the ground, and the required contact force is required. Sometimes, the steering wheel returns to rotation due to the above reaction force,
The steering device in a conventional training aircraft merely provides operational resistance.

In view of these points, the present invention provides a rotating shaft that rotates in response to a rotational operation of a steering wheel, a coil spring attached to the outer periphery of the rotating shaft, and a torsional displacement of one end of the coil spring and rotation of the rotating shaft. A first mechanism that links together, and a second mechanism that links the torsional displacement of the other end of the coil spring and the rotation of the rotating shaft.
The first mechanism and the second mechanism include:
a free arm that freely rotates with respect to the rotating shaft and engages with the end of the coil spring; and a free arm that rotates together with the rotating shaft and cooperates with the free arm to rotate the free arm in a direction that increases the torsional displacement of the coil spring. and a stopper that restricts rotation of the free arm in a direction that reduces torsional displacement of the coil spring at a neutral point, and the first mechanism and the second mechanism are arranged symmetrically. To provide a steering device for a car driving training machine in which the coil spring is torsionally deformed in the same way to obtain a steering reaction force no matter which direction the steering wheel is rotated, and the operation approximates the actual driving condition. The aim is to improve the effectiveness of practice by gaining a sense of practice.

Embodiments of the present invention will be described below with reference to the drawings.

<Example 1> In the steering device 1 for a driving training aircraft shown in FIG. Support member 6A
is rotatably supported via a joint 4.

Reference numeral 7 denotes a rotating shaft parallel to the steering shaft 3 and supported at both ends by support members 6A and 6B. communicated. Note that the reduction ratio of this transmission mechanism 8 is approximately 2.5~
3.0, and in addition to gears 8a and 8b, chains can also be used.

A coil spring 10 is disposed on the outer periphery of the rotating shaft 7 via a cylindrical body 9, and the coil spring 10 is one that generates rotational force through torsional deformation.

On the other hand, 11A is a first mechanism that links one end 10a (front end) of the coil spring 10 with the rotation of the rotating shaft 7, and 11B is a first mechanism that links the other end 10b (rear end) of the coil spring 10 with the rotation of the rotating shaft 7. The first mechanism 11A and the second mechanism 11B have the same structure and are arranged symmetrically at both ends of the coil spring 10.

In the first mechanism 11A and the second mechanism 11B, 12A and 12B are rotating arms respectively disposed at both ends of the coil spring 10,
The rotating arms 12A, 12B are fixed to the rotating shaft 7 and rotate together with the rotating shaft 7. Also, 13A
and 13B represent the rotating arm 12, respectively.
A, 12B and the support members 6A, 6B are free arms provided between the free arms 13A, 13A, 12B.
3B is loosely fitted onto the rotating shaft 7 and rotates freely.

Furthermore, 14A and 14B are engagement bars erected parallel to the rotating shaft 7 in both the free arms 13A and 13B, and the engagement bars 14A and 14
In B, the tip end is the above-mentioned coil spring 10.
The rotary arms 12A, 12B are provided so as to be able to engage with both ends 10a, 10b of the rotary arms 12A, 12B. On the other hand, 15A and 15B are stoppers protruding from both the support members 6A and 6B,
The stoppers 15A and 15B are the free arms 13.
It is provided so as to be able to come into contact with A and 13B.

Ends 10a, 10 of the coil spring 10 in the first mechanism 11A and second mechanism 11B
b, rotating arms 12A, 12B, free arm 1
3A, 13B, the engagement bars 14A, 14B, and the stoppers 15A, 15B, as shown in FIG. In the first mechanism 11A, when
The elastic force (restoring rotational force) of the coil spring 10 acts on the free arm 13A via the engagement bar 14A engaged with the one end 10a, and the free arm 13A stops when one side thereof comes into contact with the stopper 15A. The rotating arm 12A is connected to the engagement bar 1.
4A, the rotational force of the coil spring 10 is not acting on it. Second mechanism 11
Similarly, at point B, the elastic force of the coil spring 10 acts on the free arm 13B via the engagement bar 14B engaged with the other end 10b, and one side of the free arm 13B abuts against the stopper 15B. The rotating arm 12B is at rest, and even though the rotating arm 12B is in contact with the engagement bar 14B, the rotational force of the coil spring 10 is not acting on it.

At this time, since the rotational force of the coil spring 10 acts in opposite directions at one end 10a and the other end 10b, the stopper 15A in the first mechanism 11A
The contact direction of the free arm 13A against the second
The contact direction of the free arm 13B with respect to the stopper 15B in the mechanism 11B is opposite, and the first mechanism 11A and the second mechanism 11B are arranged symmetrically as a whole.

Next, to explain the operation of this example, when the rotation shaft 7 is rotated to the left from the state shown in FIG. 2, that is, when the steering wheel 2 is rotated to the right, the rotation shaft 7 rotates, the rotary arm 12A of the first mechanism 11A rotates to the left, and the rotary arm 12A abuts the engagement bar 14A to rotate the free arm 13A to the left,
One end 10a of the coil spring 10 is twisted and displaced so that the number of turns of the coil spring 10 increases. On the other hand, as the rotating shaft 7 rotates to the left, the second
The rotating arm 12B of the mechanism 11B also rotates to the left,
The rotation of the rotary arm 12B is in the direction away from the engagement bar 14B, and the engagement bar 14B engaged with the other end 10b of the coil spring 10 is stopped with the free arm 13B in contact with the stopper 15B. There is. At this time, the elastic force due to the displacement of the coil spring 10 acts on the steering wheel 2 as a steering reaction force.

The left rotation of the rotation shaft 7 is performed by the free arm 13A.
The operation is continued until the other side comes into contact with the stopper 15A from the opposite side, and the steering wheel 2
The speed reduction ratio of the transmission mechanism 8 is determined so that the rotation speed is approximately two and a half rotations, which is equivalent to the rotation speed in an actual automobile.

When you release your hand from the steering wheel 2 in this operating state, the restoring rotational force of the coil spring 10 acts on the rotating arm 12A via the engagement bar 14A, causing the rotating shaft 7 to return to rotation and returning the steering wheel 2. Yes, free arm 13A
comes into contact with the stopper 15A and stops.

Further, when the steering wheel 2 is rotated counterclockwise and the rotating shaft 7 is rotated clockwise, the rotating arm 12B of the second mechanism 11B rotates clockwise together with the rotating shaft 7, and this rotating arm 12B rotates clockwise. The free arm 13B comes into contact with the engagement bar 14B, rotates the free arm 13B clockwise via the engagement bar 14B, and displaces the other end 10b of the coil spring 10. At this time, the rotating arm 12A of the first mechanism 11A
rotates in a direction away from the engagement bar 14A, the free arm 13A remains stopped in contact with the stopper 15A, and a steering reaction force of the same magnitude as described above is generated on the steering wheel 2 due to the displacement of the coil spring 10. acts. The rotation continues until the other side of the free arm 13B comes into contact with the stopper 15B from the opposite side, and when the hand is released from the steering wheel 2, it acts on the rotating arm 12B from the engaging portion 10b via the engaging bar 14B. The rotating shaft 7 returns to rotation due to the rotational force, and the free arm 13B
The steering wheel 2 is rotated until it comes into contact with the stopper 15B.

<Example 2> As shown in FIG. 4, in Example 1, the rotation of the steering shaft 3 due to the operation of the steering wheel 2 is decelerated by the transmission mechanism 8, and the
In this embodiment, the steering shaft 3 rotated by the steering wheel 2 is directly connected to the rotating shaft 16 via the joint 4. , shows an example in which the rotating shaft 16 rotates multiple times as the steering shaft 3 rotates.

For the rotating shaft 16, a coil spring 10 is attached to the outer periphery of the cylindrical body 9 as in the previous example, and a first mechanism 17A that links the rotation of the one end 10a of the coil spring 10 and the rotating shaft 16; and a second mechanism 17B that links the other end 10b of the coil spring 10 and the rotation of the rotating shaft 16,
They are arranged symmetrically on both sides.

In the first mechanism 17A and second mechanism 17B, 18A and 18B are rotating arms that are fixed to the rotating shaft 16 and rotate together with the rotating shaft 16, and 19A and 19B are loosely fitted to the rotating shaft 16. The first free arms 19A and 19B are provided with protruding engagement bars 20A and 20B that engage with both ends 10a and 10b of the coil spring 10, respectively.

Second free arms 21A, 21B and third free arms 22A, 22B are arranged in order between the first free arms 19A, 19B and the rotating arms 18A, 18B, respectively. is the first free arm 19
Locking portions 21a and 21b that come into contact with A and 19B are provided protrudingly, and third free arms 22A and 22B
Locking portions 22a and 22b that come into contact with the second free arms 21A and 21B are provided in a protruding manner. Further, the rotating arms 18A, 18B have the third
Locking part 1 that comes into contact with free arms 22A, 22B
8a and 18b are provided in a protruding manner.

On the other hand, fourth free arms 23A, 23B and fifth free arms 24A, 24B are arranged in order between the rotating arms 18A, 18B and the supporting members 6A, 6B, respectively. is the first free arm 19A,
19B, and the fifth free arms 24A, 24B are provided with locking portions 24a, 24b that come into contact with the fourth free arms 23A, 23B. Stoppers 15A protruding from support members 6A and 6B,
15B is provided so as to be able to come into contact with the fifth free arms 24A, 24B.

In the first mechanism 17A, the engagement state of each arm, etc. at the neutral point of the steering wheel 2 is determined on the right side of the first free arm 19A (opposite the engagement position between the engagement bar 20A and the one end 10a). side)
The locking portion 21a of the second free arm 21A and the locking portion 23a of the fourth free arm 23A abut on the right side of the second free arm 21A and the fourth free arm 23A, respectively, and the third free arm 22A contacts the right side of the second free arm 21A and the fourth free arm 23A. The locking portion 22a of the fifth free arm 24A and the locking portion 24a of the fifth free arm 24A are in contact with each other,
Furthermore, the locking portion 18a of the rotating arm 18A is in contact with the right side of the third free arm 22A, and the stopper 15A is in contact with the right side of the fifth free arm 24A. On the other hand, the second mechanism 17B is arranged in a symmetrical manner so as to sequentially contact the left side, completely opposite to the first mechanism 17A.

With the above structure, the rotation of the rotating shaft 16 is performed from the rotating arms 18A, 18B to the third free arm 22A,
22B, transmitted to the first free arms 19A, 19B via the second free arms 21A, 21B,
The coil spring 10 is displaced by engagement bars 20A, 20B that are engaged with the ends 10a, 10b of the coil spring 10. Also,
The rotation of the first free arms 19A, 19B is
The fifth free arms 24A, 24B are stopped by coming into contact with the stoppers 15A, 15B via the free arms 23A, 23B and the fifth free arms 24A, 24B.

Next, to explain the operation of this example, when the steering wheel 2 is operated to rotate to the left from the state shown in FIG. The first free arm 19A is rotated counterclockwise via the third free arm 22A and the second free arm 21A that are in contact with each other, thereby displacing one end portion 10a of the coil spring 10 that is engaged with the engagement bar 20A. When the rotation of the rotation shaft 16 exceeds one rotation, the first free arm 19A contacts the locking portion 23a of the fourth free arm 23A from the opposite side, rotates the fourth free arm 23A, and further rotates the rotation shaft 16. When the steering wheel 2 rotates, the fourth free arm 23A contacts the locking portion 24a of the fifth free arm 24A and rotates, and the fifth free arm 24A contacts the stopper 15A, thereby regulating the maximum rotational operation position of the steering wheel 2. do.

At this time, in the second mechanism 17B, the first free arm 19B is connected to the stopper 15B via the fourth free arm 23B and the fifth free arm 24B.
While the rotating shaft 16 is stopped due to contact with the rotating shaft 16
The rotation of the rotating arm 18B with the rotation of the third free arm 22B and the second free arm 21B is made to rotate freely in opposite directions in order, without interfering with the stopped state of the first free arm 19B.
This allows the rotation.

Furthermore, when the steering wheel 2 is released, the restoring rotational force of the coil spring 10 causes the first
The free arm 19A rotates clockwise together with the rotary arm 18A, and rotates the steering wheel 2 back to the neutral point via the rotary shaft 16.

Contrary to the above, when the steering wheel 2 is rotated clockwise from the neutral point, the operation opposite to the above operation is performed, and the first
While the free arm 19B rotates and displaces the coil spring 10, the first free arm 19A
The steering wheel 2 is stopped, and the steering wheel 2 is rotated until the fifth free arm 24B comes into contact with the stopper 15B, and when the fifth free arm 24B comes into contact with the stopper 15B, a steering reaction force is obtained that causes the steering wheel to return to rotation.

Note that by changing the number of free arms and the position of the locking portion, the allowable rotation speed of the steering wheel 2 can be changed as appropriate.

In both of the embodiments described above, the initial value of the steering force can be changed by changing the initial displacement position of the coil spring 10 at the neutral point, that is, the initial force.

Therefore, according to the present invention as described above, there is a coil spring attached to the outer periphery of the rotating shaft that rotates in response to the operation of the steering wheel, and a coil spring disposed at both ends of the coil spring to prevent torsional displacement of the ends of the coil spring. A first mechanism and a second mechanism that link the rotation of the rotation axis and the rotation axis of the rotation axis,
By making it possible to obtain the same steering reaction force for both left and right rotational operations using a single coil spring, it is possible to obtain an operational feeling similar to that in actual driving conditions using a simple mechanism. This allows you to improve the effectiveness of your practice.

[Brief explanation of drawings]

1 to 3 show a first embodiment of the present invention, FIG. 1 is a partially omitted side view, and FIG. 2 is a first embodiment of the present invention.
FIG. 3 is a partially omitted cross-sectional front view taken along the line - in the drawing, FIG. 3 is a partially omitted side view showing the same cross-sectional front view showing the operating state, and FIG. 4 is a partially omitted side view showing the second embodiment. DESCRIPTION OF SYMBOLS 1... Steering device, 2... Steering wheel, 3... Steering shaft, 6A, 6B... Support member, 7, 16... Rotating shaft, 10... Coil spring, 10a, 10b... End part, 11A, 17
A...first mechanism, 11B, 17B...second mechanism,
12A, 12B, 18A, 18B... Rotating arm, 13A, 13B, 19A, 19B... Free arm, 15A, 15B... Stopper.

Claims (1)

[Claims] 1. A rotating shaft that rotates in response to a rotational operation of a steering wheel, a coil spring attached to the outer periphery of the rotating shaft, and a first mechanism that links torsional displacement of one end of the coil spring with rotation of the rotating shaft; and a second mechanism that links the torsional displacement of the other end of the coil spring with rotation of the rotation shaft, and the first mechanism and the second mechanism rotate freely with respect to the rotation shaft and engage with the end of the coil spring. a rotating arm that rotates together with the rotating shaft and rotates the free arm in a direction that increases the torsional displacement of the coil spring in conjunction with the free arm; 1. A steering device for a driving training aircraft, characterized in that the first mechanism and the second mechanism are arranged symmetrically, each having a stopper that restricts rotation in a direction that reduces torsional displacement.