Vehicle driving assistance devices

Abstract

To provide a driving auxiliary device of a vehicle that can provide an excellent operation feeling to both a driver with physically disabled inferior limb, and an able-bodied person, and can prevent the driver from unintended accelerator operation and brake operation.SOLUTION: The driving auxiliary device of a vehicle is provided with: an accelerator lever that enables accelerator operation to be performed with a hand; an accelerator pedal that enables accelerator operation to be performed with a foot; a brake lever that enables brake operation to be performed with a hand; a brake pedal that enables brake operation to be performed with a foot; a starting operation part; and a detecting part that detects operation states of the brake lever and the brake pedal. Thereby, the driving auxiliary device restricts acceleration / deceleration of the vehicle by an acceleration / deceleration executing part based on an operation amount of either of the accelerator lever and the accelerator pedal, in accordance with a detected result by the detecting part as of when starting operation is performed on the starting operation part.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device for a vehicle that is provided around the driver's seat with an accelerator lever that can be operated by hand, an accelerator pedal that can be operated by foot, a brake lever that can be operated by hand, and a brake pedal that can be operated by foot. [Background technology]

[0002] Conventionally, welfare vehicles equipped with a device for assisting drivers with lower limb disabilities have been known. For example, Patent Document 1 discloses a vehicle equipped with a lever that can be operated by hand and that can be slid back and forth to operate the accelerator and brake. Specifically, the vehicle in Patent Document 1 has an accelerator pedal that can be operated with the foot and a brake pedal that can be operated with the foot, and the above-mentioned levers are provided in conjunction with these pedals, and the amount of operation of the accelerator pedal or brake pedal can be changed by operating each lever. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-69778 Summary of the Invention [Problem to be solved by the invention]

[0004] As described above, providing a vehicle with an accelerator lever and brake lever that can be operated by hand and an accelerator pedal and brake pedal that can be operated by foot can provide a good operating feel to both drivers with lower limb disabilities and drivers without lower limb disabilities (able-bodied drivers). However, in such vehicles, if the driver unintentionally touches either the hand-operated lever or the foot-operated pedal, the driver may unintentionally operate the accelerator or brake. For example, when a driver with a lower limb disability is operating the lever by hand, the driver may come into contact with the pedal due to a cramp in the lower limb, which could result in the pedal being unintentionally operated.

[0005] The present invention has been made in consideration of the above-mentioned circumstances, and aims to provide a vehicle driving assistance device that can provide a good operating feel to both drivers with lower limb disabilities and able-bodied drivers, and that can prevent the driver from operating the accelerator or brake unintentionally. [Means for solving the problem]

[0006] In order to solve the above problem, the present invention provides a driving assistance device for a vehicle equipped within the passenger compartment with an accelerator lever that can be operated by hand, an accelerator pedal that can be operated by foot, a brake lever that can be operated by hand, and a brake pedal that can be operated by foot, the driving assistance device comprising: an acceleration / deceleration execution unit that accelerates or decelerates the vehicle based on the amount of operation of the accelerator lever, the accelerator pedal, the brake lever, and the brake pedal; a start operation unit that can start the vehicle; a detection unit that detects the operation state of the brake lever and the brake pedal; and a limiting unit that limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the amount of operation of one of the accelerator lever and the accelerator pedal, depending on the detection result of the detection unit when a start operation is performed on the start operation unit (Claim 1).

[0007] This device allows the accelerator and brake to be operated with both hands and feet, making it easy for both drivers with disabilities and able-bodied drivers to drive, providing a good operational feel for both. Furthermore, this device limits the vehicle's acceleration and deceleration based on the amount of operation of either the accelerator lever or the accelerator pedal, depending on the state of operation of the brake lever and the brake pedal when the start operation is performed. Therefore, even if the driver unintentionally comes into contact with either the accelerator lever or the accelerator pedal, this contact can prevent the vehicle from accelerating or decelerating unintentionally, i.e., preventing the accelerator from being operated.

[0008] In the above configuration, preferably, the limiting unit limits the acceleration / deceleration of the vehicle based on the amount of operation of the accelerator pedal when the detecting unit detects that only the brake lever of the brake pedal and the brake lever has been operated during the starting operation, and limits the acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever when the detecting unit detects that only the brake pedal of the brake pedal and the brake lever has been operated during the starting operation (Claim 2).

[0009] If the brake lever is operated instead of the brake pedal during the starting operation, it is highly likely that the driver has a disability in the lower limbs. The resulting change in the amount of accelerator pedal operation is likely due to the driver's unintentional contact with the accelerator pedal due to a convulsion or other condition. On the other hand, if the brake pedal is operated instead of the brake lever during the starting operation, it is highly likely that the driver is able-bodied (more specifically, someone without a disability in the lower limbs). The resulting change in the amount of accelerator lever operation is likely due to the driver's unintentional contact with the accelerator lever.

[0010] In contrast, with the above configuration, if it is detected that only the brake lever of the brake pedal and brake lever has been operated during the start-up operation, the vehicle acceleration / deceleration based on the amount of accelerator pedal operation is limited. Therefore, when a driver with a lower limb disability is driving, unintended acceleration / deceleration of the vehicle due to contact with the accelerator pedal caused by a cramp in the lower limb, etc., can be reliably prevented. Furthermore, if the detection unit detects that only the brake pedal of the brake pedal and brake lever has been operated during the start-up operation, the vehicle acceleration / deceleration based on the amount of accelerator lever operation is limited. Therefore, unintended acceleration / deceleration of the vehicle can be reliably prevented even when a able-bodied person is driving.

[0011] In the above configuration, preferably, when the detection unit detects that both the brake lever and the brake pedal have been operated during the starting operation, the limiting unit limits the acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever (claim 3).

[0012] If the brake pedal is operated during the start-up operation, it is highly likely that the driver is a able-bodied person. Therefore, with this configuration, if the brake pedal is operated during the start-up operation, the acceleration / deceleration of the vehicle based on the operation amount of the accelerator lever is limited regardless of the operation state of the brake lever, thereby more reliably preventing unintended acceleration / deceleration of the vehicle due to the able-bodied person's hand unintentionally contacting the accelerator lever.

[0013] In the above configuration, preferably, the vehicle further comprises an accelerator pedal sensor that detects an amount of operation of the accelerator pedal, an accelerator lever sensor that detects an amount of operation of the accelerator lever, and a control device that includes the limiting unit and controls the acceleration / deceleration execution unit, and the control device controls the acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever. of limit do At this time, the acceleration / deceleration execution unit is controlled based on the detection value of the accelerator pedal sensor out of the detection values ​​of the accelerator pedal sensor and the accelerator lever sensor, and the acceleration / deceleration of the vehicle is controlled based on the operation amount of the accelerator pedal. of limit doAt this time, the accelerator pedal sensor detects a value that is greater than the accelerator pedal sensor detects a value that is greater than the accelerator lever ... lever sensor detects a value that is greater than the accelerator lever sensor detects a value that is greater than the accelerator pedal sensor detects a value that is greater than the accelerator lever lever The acceleration / deceleration execution unit is controlled based on the detected value of the sensor (claim 4).

[0014] This configuration can reliably prevent the acceleration / deceleration state of the vehicle from being changed based on the amount of operation (amount of displacement) of either the accelerator pedal or the accelerator lever that the driver unintentionally contacts.

[0015] In the above configuration, the limiting unit is configured to limit the acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever. of limit do At this time, the operation of the accelerator lever is restricted, and the acceleration / deceleration of the vehicle is controlled based on the amount of operation of the accelerator pedal. of limit do When the accelerator pedal It is preferable to regulate the operation of the above (claim 5).

[0016] According to this configuration, the operation of the accelerator lever and accelerator pedal itself is restricted, so that unintended acceleration and deceleration of the vehicle based on these operations can be reliably prevented.

[0017] The present invention also provides a driving assistance device for a vehicle equipped within the passenger compartment with an accelerator lever that can be operated by hand, an accelerator pedal that can be operated by foot, a brake lever that can be operated by hand, and a brake pedal that can be operated by foot, the driving assistance device comprising: an acceleration / deceleration execution unit that accelerates or decelerates the vehicle based on the amount of operation of the accelerator lever, the accelerator pedal, the brake lever, and the brake pedal; a start operation unit that can start the vehicle; a detection unit that detects the operation state of the brake lever and the brake pedal; and a limiting unit that limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the amount of operation of one of the brake lever and the brake pedal, depending on the detection result of the detection unit when a start operation is performed on the start operation unit (Claim 6).

[0018] This device allows the accelerator and brake to be operated using both hands and feet, making it possible for both drivers with disabilities and able-bodied drivers to drive, and also preventing the driver from unintentionally braking, or in other words, from accelerating or decelerating, if the driver unintentionally comes into contact with either the brake lever or the brake pedal.

[0019] In the above configuration, preferably, the limiting unit limits the acceleration / deceleration of the vehicle based on the amount of operation of the brake pedal when the detecting unit detects that only the brake lever of the brake pedal and the brake lever has been operated during the starting operation, and limits the acceleration / deceleration of the vehicle based on the amount of operation of the brake lever when the detecting unit detects that only the brake pedal of the brake pedal and the brake lever has been operated during the starting operation (Claim 7).

[0020] This configuration reliably prevents the vehicle from accelerating or decelerating unintentionally when a driver with a lower limb disability comes into contact with the brake pedal due to a spasm in the lower limb, and also reliably prevents the vehicle from accelerating or decelerating unintentionally when a healthy person is driving.

[0021] In the above configuration, preferably, when the detection unit detects that both the brake lever and the brake pedal have been operated during the starting operation, the limiting unit limits the acceleration / deceleration of the vehicle based on the amount of operation of the brake lever (claim 8).

[0022] This configuration more reliably prevents the vehicle from unintentionally accelerating or decelerating due to the able-bodied person's hand unintentionally coming into contact with the brake lever.

[0023] In the above configuration, preferably, a control device including the limiting unit and controlling the acceleration / deceleration execution unit is further included, and the detection unit includes a brake pedal sensor that detects an operation amount of the brake pedal and a brake lever sensor that detects an operation amount of the brake lever, and the control device controls the acceleration / deceleration of the vehicle based on the operation amount of the brake lever. of limit do When the brake pedal sensor is depressed, the acceleration / deceleration execution unit is controlled based on the detected value of the brake pedal sensor out of the detected values ​​of the brake lever sensor, and the acceleration / deceleration execution unit is controlled based on the operation amount of the brake pedal. of limit do At this time, the brake pedal sensor detects the brake lever. lever The acceleration / deceleration execution unit is controlled based on the detected value of the sensor (claim 9).

[0024] According to this configuration, it is possible to reliably prevent the acceleration / deceleration state of the vehicle from being changed based on the amount of operation (amount of displacement) of either the brake pedal or the brake lever that the driver unintentionally contacts.

[0025] In the above configuration, preferably, the limiting unit controls the acceleration / deceleration of the vehicle based on the operation amount of the brake lever. of limit do When the brake pedal is depressed, the brake lever is regulated, and the vehicle is accelerated or decelerated based on the amount of operation of the brake pedal. of limit do When the brake pedal (Claim 10)

[0026] According to this configuration, the operation of the brake lever and the brake pedal itself is restricted, so that unintended acceleration and deceleration of the vehicle due to unintended operation (displacement) of these can be reliably prevented.

[0027] In the above configuration, preferably, the limiting unit limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the amount of operation of either the accelerator lever or the accelerator pedal, depending on the detection result of the detection unit when a start operation is performed on the start operation unit (Claim 11).

[0028] With this configuration, in addition to when the driver unintentionally contacts either the brake lever or the brake pedal, even when the driver unintentionally contacts either the accelerator lever or the accelerator pedal, unintentional acceleration or deceleration of the vehicle due to such contact can be prevented. [Effects of the Invention]

[0029] As described above, the vehicle driving assistance device of the present invention can provide a good operating feel to both drivers with lower limb disabilities and able-bodied drivers, while preventing the driver from operating the accelerator or brake unintentionally. [Brief explanation of the drawings]

[0030] [Figure 1] 1 is a schematic perspective view showing a part of a vehicle according to an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram showing a control block of a vehicle. [Figure 3] 4 is a flowchart showing control content at the time of starting the vehicle. [Figure 4] FIG. 10 is a diagram showing a control block of a vehicle according to a second embodiment. [Figure 5] 10 is a flowchart showing control content at the time of starting a vehicle according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0031] (First embodiment) (Overall composition) A driving assistance device according to a first embodiment of the present invention will now be described. Fig. 1 is a schematic perspective view showing a part of a vehicle 1 equipped with a driving assistance device 10 according to the first embodiment of the present invention. Fig. 2 is a block diagram showing a control system for the vehicle 1 according to the first embodiment. In the following description, the front-to-rear direction in the traveling direction of the vehicle 1 will be simply referred to as the front-to-rear direction, and the left-to-right direction in the vehicle width direction when facing forward in the traveling direction will be simply referred to as the left-to-right direction.

[0032] The vehicle 1 is a right-hand drive vehicle, and a driver's seat 4 is located on the right side of the front part of a floor panel 3 that forms the floor surface of the passenger compartment 2. A steering wheel 5 is disposed in front of the driver's seat 4. A center console 6 is disposed in the center of the front part of the passenger compartment 2.

[0033] The vehicle 1 (driving assistance device 10) is an engine vehicle equipped with an engine 50 as its drive source, and the output of the engine 50 is transmitted to wheels (not shown) via a transmission or the like. The vehicle 1 is also equipped with a brake system 70 that applies braking force to the wheels. The vehicle 1 accelerates and decelerates in accordance with increases and decreases in the output of the engine 50 and increases and decreases in the braking force applied to the wheels by the brake system 70, and in the first embodiment, the engine 50 and the brake system 70 function as an acceleration / deceleration execution unit that accelerates and decelerates the vehicle 1.

[0034] The output of the engine 50 is increased or decreased according to the opening of a throttle valve 51 provided in the engine 50. Such an engine 50 is conventionally known, and will be briefly described here.

[0035] The engine 50 has an engine body formed with cylinders that define combustion chambers, an intake passage that introduces air into the combustion chamber, a fuel supply device that supplies fuel to the combustion chamber, and a throttle valve 51 that opens and closes the intake passage, so that a mixture of air and fuel is burned in the combustion chamber. The amount of air introduced into the engine body is changed according to the opening of the throttle valve 51, and the amount of fuel supplied from the fuel supply device to the engine body is changed according to this amount of air. As a result, the output of the engine 50 and, ultimately, the acceleration / deceleration state (acceleration, deceleration) of the vehicle 1 are changed according to the opening of the throttle valve 51.

[0036] The brake system 70 of the first embodiment is a by-wire hydraulic disc brake, and the braking force applied to the wheels is increased or decreased according to the output of the electric motor 71. Such a brake system 70 is conventionally known, and will be described briefly here.

[0037] The brake system 70 includes an electric motor (hereinafter referred to as a brake motor) 71 that generates hydraulic pressure, a disc roller that rotates integrally with the wheel, and a brake caliper including brake pads that clamp the disc roller. In this brake system 70, the brake pads are pressed against the disc roller by the hydraulic pressure generated by the brake motor 71, and the frictional force generated between the brake pads and the disc roller is applied to the wheel as a braking force. The pressure of the brake pads against the disc roller, i.e., the frictional force and the braking force applied to the wheel, are changed according to the hydraulic pressure supplied from the brake motor 71 to the brake pads (brake calipers). This hydraulic pressure is changed according to the output of the brake motor 71. As a result, the braking force applied to the wheel, and therefore the acceleration / deceleration state (mainly the deceleration) of the vehicle 1, are changed according to the output of the brake motor 71.

[0038] The vehicle 1 (driving assistance device 10) is provided with an accelerator pedal 21 and an accelerator lever 25 as operating devices that can be operated by the driver to operate the accelerator, that is, devices that can be operated by the driver to change the opening of the throttle valve 51 and therefore the output of the engine 50 and the acceleration / deceleration state of the vehicle 1. The vehicle 1 is also provided with a brake pedal 22 and a brake lever 24 as operating devices that can be operated by the driver to change the output of the brake motor 71 and therefore the braking force applied to the wheels and the acceleration / deceleration state of the vehicle 1.

[0039] The accelerator pedal 21 and the brake pedal 22 are disposed below the steering wheel 5 so that the driver seated in the driver's seat 4 can operate them with his / her feet. right The brake pedals 22 are arranged in this order. A footrest 23 for the driver to rest his / her feet is provided on the left side of the brake pedal 22.

[0040] The accelerator pedal 21 is an organ-type pedal that extends obliquely upward and forward from the floor panel 3. The accelerator pedal 21 is supported so as to rotate up and down around its lower end as a fulcrum, and when the driver depresses the accelerator pedal 21 with the sole of his or her foot, it rotates in accordance with the force applied to the pedal. The accelerator pedal 21 is biased upward, and when the force applied by the driver falls below a predetermined value, it is returned to the uppermost position within its range of movement (hereinafter referred to as the neutral position, as appropriate).

[0041] The brake pedal 22 is a suspended pedal, and is suspended above the floor panel 3 by a support member (not shown). The brake pedal 22 is supported so as to rotate in the front-to-rear direction around its upper end as a fulcrum, and when the driver depresses the brake pedal 22 with the sole of his / her foot, it rotates in accordance with the force with which the driver depresses the brake pedal 22. The brake pedal 22 is biased rearward, and is returned to the rearmost position within its range of movement (hereinafter referred to as the neutral position, as appropriate) when the force with which the driver depresses the brake pedal 22 falls below a predetermined value.

[0042] The accelerator lever 25 and the brake lever 24 are arranged around the steering wheel 5 so that the driver seated in the driver's seat 4 can operate them with his or her hands.

[0043] The accelerator lever 25 has a shape that extends in an arc along the steering wheel 5. The accelerator lever 25 is supported by the steering wheel 5 so that it can move in the front-to-rear direction, and when the driver applies pressure to the accelerator lever 25 with his or her hand, it moves in accordance with the pressure. The accelerator lever 25 is disposed on the inner periphery of the steering wheel 5. This allows the driver to operate the accelerator lever 25 with the thumb of the hand while gripping the steering wheel 5. The accelerator lever 25 is biased rearward, and when the pressure applied by the driver falls below a predetermined value, it is returned to the rearmost position within its range of movement (hereinafter referred to as the neutral position, as appropriate).

[0044] The brake lever 24 has a generally cylindrical shape. A brake lever support 30 that supports the brake lever 24 is fixed to the right wall of the center console 6. The brake lever 24 is supported by the brake lever support 30 so as to move up and down, and when the driver applies pressure to the brake lever 24 with his or her hand, the brake lever 24 moves in accordance with the pressure. The brake lever 24 is supported by the brake lever support 30 in a position that extends diagonally upward and rearward from the brake lever support 30, so that the driver seated in the driver's seat 4 can grasp the upper end of the brake lever 24 with his or her left hand. The brake lever 24 is biased upward, and when the pressure applied by the driver falls below a predetermined value, the brake lever 24 is returned to the uppermost position within its operating range (hereinafter referred to as the neutral position, as appropriate).

[0045] A grip portion 24a that can be gripped by the driver is provided at the upper end of the brake lever 24. A brake lock switch SW2 that can be pressed with the driver's thumb or the like while gripping the grip portion 24a is provided on the grip portion 24a.

[0046] The vehicle 1 (driving assistance device 10) is provided with a brake lever locking device 80 that restricts the up-and-down movement of the brake lever 24 and holds it at a desired position. The brake lock switch SW2 is a switch for operating the brake lever locking device 80. When the brake lock switch SW2 is pressed to an ON state, the brake lever locking device 80 restricts the up-and-down movement of the brake lever 24, and holds the brake lever 24 in that position. When the brake lock switch SW2 is pressed again to an OFF state in this holding state, the brake lever locking device 80 releases the restriction on the brake lever 24. The brake lever locking device 80 is driven by a PCM 100 (described later) based on the operating state of the brake lock switch SW2, and switches between restricting and releasing the movement of the brake lever 24. For example, the brake lever locking device 80 includes a pin member driven by an electric motor or the like. The pin member is engaged with the brake lever 24 to restrict the movement of the brake lever 24, and the pin member is released from engagement to release the restriction on the movement of the brake lever 24.

[0047] The brake lock switch SW2 is configured so that it can be turned on only when the brake lever 24 is displaced from the neutral position, that is, when the brake lever 24 is being pressed. Thus, when the brake lock switch SW2 is in the on state, the brake lever 24 is displaced from the neutral position, that is, when the brake lever 24 is being pressed.

[0048] In addition to the brake lock switch SW2, the grip portion 24a is also provided with a hazard switch SW3 for flashing hazard lamps (emergency flashers).

[0049] The vehicle 1 (driving assistance device 10) is further provided with a start switch SW1 that can be operated by the driver to start the vehicle 1. Specifically, the vehicle 1 is provided with a starter 60 for starting the engine 50, and the starter 60 is driven based on the operation of the start switch SW1 to start the engine 50. The starter switch SW1 is a switch that switches between ON and OFF states when pressed. As will be described later, when the start switch SW1 is pressed to turn ON while the brake pedal 22 or the brake lever 24 is being operated, the starter 60 is driven. As will be described later, the starter 60 is driven by the PCM 100 based on a signal from the start switch SW1. This start switch SW1 corresponds to the "starter operation unit" in the claims. The start switch SW1 is provided on the center console 6. In addition to the starter switch SW1, the center console 6 is also provided with a shift lever 7 for gear shifting and the like.

[0050] (Control system) The vehicle 1 (driving assistance device 10) has a PCM 100 that comprehensively controls various actuators provided in the engine 50 and the brake system 70. The PCM 100 is composed of a microcomputer including a processor (CPU) that performs various arithmetic processing, memories such as ROM and RAM, and various input / output buses. The PCM 100 corresponds to the "control device" in the claims.

[0051] The PCM 100 receives detection information from various sensors. Specifically, the vehicle 1 (driving assistance device 10) is provided with an accelerator pedal sensor SN1, an accelerator lever sensor SN2, a brake pedal sensor SN3, and a brake lever sensor SN4, which detect the operation amounts of the accelerator pedal 21, accelerator lever 25, brake pedal 22, and brake lever 24, respectively, that is, the displacement amounts of these from their neutral positions. The detection results of these sensors SN1 to SN4 are input to the PCM 100. The PCM 100 also receives signals from the start switch SW1 and the brake lock switch SW2 indicating their respective operation states (whether they are in the ON state or the OFF state). Here, the brake pedal sensor SN3 and the brake lever sensor SN4 correspond to the "detection unit" in the claims.

[0052] The PCM 100 controls various actuators by performing various determinations and calculations based on input signals from various sensors including the sensors SN1 to SN4. Specifically, the PCM 100 is electrically connected to the throttle valve 51 of the engine 50, the brake motor 71 of the brake system 70, the brake lever lock device 80, etc., and outputs control electrical signals to these devices.

[0053] The PCM 100 functionally includes a determination unit 101, an engine control unit 102, a brake control unit 103, and a locking device control unit 104.

[0054] The engine control unit 102 controls the engine 50. The engine control unit 102 determines a target value for the opening of the throttle valve 51 (hereinafter referred to as a target throttle opening) based on the amount of operation of the accelerator pedal 21 detected by the accelerator pedal sensor SN1 or the amount of operation of the accelerator lever 25 detected by the accelerator lever sensor SN2, and opens and closes the throttle valve 51 so as to realize this target value (more specifically, it issues a command to a device (for example, an electric motor) that drives the throttle valve 51 to open and close).

[0055] The engine control unit 102 also controls the starting device 60. When the start switch SW1 is pressed to turn ON while the brake pedal 22 or the brake lever 24 is being operated (more specifically, when either the operation amount of the brake pedal 22 detected by the brake pedal sensor SN3 or the operation amount of the brake lever 24 detected by the brake lever sensor SN4 is greater than 0), the engine control unit 102 drives the starting device 60 to start rotation of the engine 50.

[0056] In addition, when the start switch SW1 is turned on with neither the brake pedal 22 nor the brake lever 24 being operated, the engine control unit 102 does not drive the starting device 60, and the PCM 100 sets the state of the vehicle 1 to a so-called ACC on state and starts only supplying power to auxiliary equipment such as audio equipment installed in the vehicle 1.

[0057] The brake control unit 103 controls the brake system 70. The brake control unit 103 determines a target value of the output of the brake motor 71 (hereinafter referred to as the target brake motor output, as appropriate) based on the amount of operation of the brake pedal 22 detected by the brake pedal sensor SN3 or the amount of operation of the brake lever 24 detected by the brake lever sensor SN4, and issues a command to the brake motor 71 so that this target value is realized.

[0058] Locking device control unit 104 teeth , and controls the brake lever locking device 80. As described above, when the brake lock switch SW2 is turned ON, the brake control unit 103 drives the brake lever locking device 80 to restrict movement of the brake lever 24. Then, when the brake lock switch SW2 is turned OFF in this restricted state, the restriction is released.

[0059] The determination unit 101 determines whether the parameter used in the engine control unit 102 to calculate the target throttle opening (hereinafter referred to as the target opening calculation parameter) should be the operation amount of the accelerator pedal 21 or the operation amount of the accelerator lever 25, and determines one of these operation amounts as the target opening calculation parameter. In other words, the engine control unit 102 is configured to be able to calculate the target throttle opening based on either the operation amount of the accelerator pedal 21 or the operation amount of the accelerator lever 25, but calculates the target throttle opening based on only one of these operation amounts determined by the determination unit 101.

[0060] Furthermore, the determination unit 101 determines whether the parameter used in the brake control unit 103 to calculate the target brake motor output (hereinafter referred to as the target output calculation parameter) should be the operation amount of the brake pedal 22 or the operation amount of the brake lever 24, and determines one of these operation amounts as the target output calculation parameter. In other words, the brake control unit 103 is configured to be able to calculate the target brake motor output based on either the operation amount of the brake pedal 22 or the operation amount of the brake lever 24, but calculates the target brake motor output based on only one of these operation amounts determined by the determination unit 101.

[0061] Here, when the determination unit 101 determines one of the operation amount of the accelerator pedal 21 and the operation amount of the accelerator lever 25 as a parameter for calculating the target opening, the change in the opening of the throttle valve 51 based on the operation amount of the other, i.e., the change in the output of the engine 50, is no longer made, and the acceleration / deceleration (acceleration and deceleration) of the vehicle 1 based on the operation amount of the other is limited. Also, when the determination unit 101 determines one of the operation amount of the brake pedal 22 and the operation amount of the brake lever 24 as a parameter for calculating the target output, the change in the output of the brake motor 71 based on the operation amount of the other, i.e., the change in the braking force applied to the wheels from the brake system 70, is no longer made, and the acceleration / deceleration (mainly deceleration) of the vehicle 1 based on the operation amount of the other is limited. In the first embodiment, the determination unit 101 corresponds to a "limiting unit" in the claims.

[0062] Next, a control procedure executed by the PCM 100 at the start of the vehicle 1, including a determination procedure executed by the determination unit 101, will be described with reference to the flowchart of FIG.

[0063] First, the PCM 100 determines whether the start switch SW1 has been switched to the ON state (changed from the OFF state to the ON state), that is, whether a start operation has been performed on the start switch SW1 (step S1). This determination is made based on a signal input from the start switch SW1 to the PCM 100. The PCM 100 waits until the determination in step S1 becomes YES (waits for the start switch SW1 to be switched to the ON state) and then proceeds to step S2.

[0064] In step S2, the PCM 100 determines whether the start switch SW1 has been switched to the ON state while the brake pedal 22 is being operated. Specifically, the PCM 100 determines whether the amount of operation of the brake pedal 22 detected by the brake pedal sensor SN3 when the start switch SW1 was switched to the ON state was greater than 0. If the amount of operation of the brake pedal 22 is greater than 0, the PCM 100 determines that the start switch SW1 has been switched to the ON state while the brake pedal 22 is being operated, and if the amount of operation of the brake pedal 22 is equal to or less than 0, the PCM 100 determines that the start switch SW1 has not been switched to the ON state while the brake pedal 22 is being operated.

[0065] If the determination in step S2 is YES and the start switch SW1 is switched to the ON state while the brake pedal 22 is being operated, the PCM 100 determines the operation amount of the accelerator pedal 21 as a parameter for calculating the target opening degree (step S3).

[0066] As a result, the target throttle opening and the opening of the throttle valve 51 are changed only in response to the amount of operation of the accelerator pedal 21. Even if the amount of operation of the accelerator lever 25 changes, the opening of the throttle valve 51 does not change, and the operation of the accelerator lever 25 is invalid.

[0067] Furthermore, if the determination in step S2 is YES and the start switch SW1 is switched to the ON state while the brake pedal 22 is being operated, the PCM 100 determines the operation amount of the brake pedal 22 as the target output calculation parameter (step S4).

[0068] As a result, the target brake motor output and the output of the brake motor 71, and therefore the hydraulic pressure generated by the brake motor 71, are changed only in response to the amount of operation of the brake pedal 22. Even if the amount of operation of the brake lever 24 changes, the hydraulic pressure generated by the brake motor 71 does not change, and the operation of the brake lever 24 is invalid.

[0069] On the other hand, if the determination in step S2 is NO and the start switch SW1 is not switched to the ON state while the brake pedal 22 is being operated (if the brake pedal 22 is not being operated when the start switch SW1 is switched to the ON state), PCM100 proceeds to step S5.

[0070] In step S5, the PCM 100 determines whether the start switch SW1 has been switched to the ON state while the brake lever 24 is being operated. Specifically, the PCM 100 determines whether the amount of operation of the brake lever 24 detected by the brake lever sensor SN4 when the start switch SW1 is switched to the ON state is greater than 0. If the amount of operation of the brake lever 24 is greater than 0, the PCM 100 determines that the start switch SW1 has been switched to the ON state while the brake lever 24 is being operated, and if the amount of operation of the brake lever 24 is equal to or less than 0, the PCM 100 determines that the start switch SW1 has not been switched to the ON state while the brake lever 24 is being operated.

[0071] If the determination in step S2 is NO, the process proceeds to step S5. If the determination in step S5 is YES, that is, if the start switch SW1 is switched to the ON state while the brake pedal 22 is not being operated but the brake lever 24 is being operated, the PCM 100 determines the amount of operation of the accelerator lever 25 as a parameter for calculating the target opening (step S6).

[0072] As a result, the target throttle opening and the opening of the throttle valve 51 are changed only in response to the amount of operation of the accelerator lever 25. Even if the amount of operation of the accelerator pedal 21 changes, the opening of the throttle valve 51 does not change, and operation of the accelerator pedal 21 is invalid.

[0073] Also, if the determination in step S5, which is to be proceeded to if the determination in step S2 is NO, is YES, that is, if the start switch SW1 is switched to the ON state while the brake pedal 22 is not operated but the brake lever 24 is operated, the PCM 100 determines the amount of operation of the brake lever 24 as a parameter for calculating the target output (step S7).

[0074] As a result, the target brake motor output and the output of the brake motor 71, and therefore the hydraulic pressure generated by the brake motor 71, are changed only in accordance with the amount of operation of the brake lever 24. Even if the amount of operation of the brake pedal 22 changes, the hydraulic pressure generated by the brake motor 71 does not change, and the operation of the brake pedal 22 is invalid.

[0075] After step S4 or step S7, the PCM 100 starts the engine 50 (step S9). That is, the PCM 100 drives the starting device 60 to start the rotation of the engine 50.

[0076] The parameters for calculating the target throttle opening and the target brake motor output determined in steps S3 and S4 or steps S6 and S7 are maintained at least from when the engine 50 is started until it is stopped again.

[0077] Returning to step S5, if the determination in step S5 is NO and the start switch SW1 is switched to the ON state with neither the brake pedal 22 nor the brake lever 24 being operated, as described above, the PCM 100 sets the state of the vehicle 1 to the ACC ON state and returns to step S1.

[0078] In this way, when the start switch SW1 is switched to the ON state while the brake pedal 22 is being operated, more specifically, when the start switch SW1 is switched to the ON state while the brake pedal 22 is being operated but the brake lever 24 is not, or when the start switch SW1 is switched to the ON state while both the brake pedal 22 and the brake lever 24 are being operated, the operation amount of the brake pedal 22 is determined as the target output calculation parameter, and the operation amount of the accelerator pedal 21 is determined as the target opening calculation parameter. As a result, the operations of the accelerator lever 25 and the brake lever 24 are invalidated, and the opening of the throttle valve 51, and therefore the output of the engine 50, are changed only based on the operation of the accelerator pedal 21, and the output of the brake motor 71, and therefore the braking force applied to the wheels from the brake system 70, are changed only based on the operation of the brake pedal 22.

[0079] Furthermore, when the start switch SW1 is switched to the ON state while the brake pedal 22 is not operated but the brake lever 24 is operated, the amount of operation of the brake lever 24 is determined as the parameter for calculating the target output, and the amount of operation of the accelerator lever 25 is determined as the parameter for calculating the target opening. As a result, the operations of the brake pedal 22 and the accelerator pedal 21 are invalidated, and the opening of the throttle valve 51, and therefore the output of the engine 50, are changed only based on the operation of the accelerator lever 25, and the output of the brake motor 71, and therefore the braking force applied to the wheels from the brake system 70, are changed only based on the operation of the brake lever 24.

[0080] (action, etc.) As described above, the driving assist device 10 according to the first embodiment is provided in the vehicle interior 2 with the accelerator pedal 21 and accelerator lever 25 that can be operated by hand and foot, respectively, and the brake pedal 22 and brake lever 24 that can be operated by hand and foot, respectively. This makes it easy for both drivers with lower limb disabilities and able-bodied drivers without lower limb disabilities to drive, and provides a good operational feel to both types of drivers.

[0081] Moreover, in the first embodiment, when the start switch SW1 is switched to the ON state, that is, when a start operation to start the vehicle 1 is performed using the start switch SW1, a change in the output of the engine 50 based on the operation amount of either the accelerator pedal 21 or the accelerator lever 25 is disabled depending on the operation state of the brake pedal 22 or the brake lever 24, thereby limiting acceleration / deceleration of the vehicle 1 based on the operation amount of this one. Also, depending on the operation state, a change in the braking force (braking force applied to the wheels from the brake system 70) based on the operation amount of either the brake pedal 22 or the brake lever 24 is disabled depending on the operation state, thereby limiting acceleration / deceleration of the vehicle 1 based on the operation amount of this one. Therefore, when the driver unintentionally contacts either the accelerator pedal 21 or the accelerator lever 25, or when the driver unintentionally contacts either the brake pedal 22 or the brake lever 24, unintentional accelerator operation or braking operation due to this contact can be prevented, that is, unintentional acceleration / deceleration of the vehicle 1 can be prevented.

[0082] If the brake lever 24 is operated instead of the brake pedal 22 when the start switch SW1 is switched to the ON state, it is highly likely that the driver is a person with a disability in the lower limbs. If the amount of operation of the accelerator pedal 21 or the brake pedal 22 changes while the driver is a person with a disability in the lower limbs, it is highly likely that the change is caused by the driver's unintentional contact with the accelerator pedal 21 or the brake pedal 22 due to a convulsion or the like.

[0083] In contrast to this, in the first embodiment, if the brake lever 24 is operated instead of the brake pedal 22 when the start switch SW1 is switched to the ON state, the operation of the brake pedal 22 and the accelerator pedal 21 is invalidated, and the output of the brake motor 71 is changed only based on the operation of the brake lever 24, and the opening of the throttle valve 51 is changed only based on the operation of the accelerator lever 25. Therefore, when a driver with a disability in the lower limbs is driving, it is possible to reliably prevent the vehicle 1 from accelerating or decelerating unintended by the driver due to contact with the accelerator pedal 21 or the brake pedal 22 caused by spasms or the like in the lower limbs.

[0084] Furthermore, if the brake pedal 22 is operated instead of the brake lever 24 when the start switch SW1 is switched to the ON state, it is highly likely that the driver is able-bodied. If the amount of operation of the accelerator lever 25 changes while the driver is able-bodied, it is highly likely that the change occurred due to the driver's hand unintentionally touching the accelerator lever 25.

[0085] In contrast to this, in the first embodiment described above, if the brake pedal 22 is operated when the start switch SW1 is switched to the ON state, the operation of the accelerator lever 25 and the brake lever 24 is disabled regardless of the operating state of the brake lever 24, and the output of the brake motor 71 is changed only based on the operation of the brake pedal 22, and the opening of the throttle valve 51 is changed only based on the operation of the accelerator pedal 21. Therefore, when a able-bodied person is driving, it is possible to reliably prevent the vehicle 1 from accelerating or decelerating unintended by the driver due to the driver's hand unintentionally coming into contact with the accelerator lever 25 or the brake lever 24.

[0086] (Second embodiment) Next, a driving assist system according to a second embodiment of the present invention will be described. Fig. 4 is a diagram showing a control block according to the second embodiment, and corresponds to Fig. 2. In Fig. 4, the same elements as those in the first embodiment are given the same reference numerals as those in Fig. 2. In the following description, only the configurations different from those in the first embodiment will be described.

[0087] 4, in the second embodiment, the vehicle 1 (driving assist device 10) is provided with a brake pedal locking device 81, an accelerator lever locking device 82, and an accelerator pedal locking device 83 in addition to the brake lever locking device 80 similar to that in the first embodiment. In the second embodiment, these locking devices 80 to 83 correspond to the "restriction unit" in the claims.

[0088] The brake pedal lock device 81 is a device that restricts movement of the brake pedal 22 from the neutral position and holds it in the neutral position. The accelerator lever lock device 82 is a device that restricts movement of the accelerator lever 25 from the neutral position and holds it in the neutral position. The accelerator pedal lock device 83 is a device that restricts movement of the accelerator pedal 21 from the neutral position and holds it in the neutral position.

[0089] Each of the locking devices 80 to 83 is controlled by the PCM 100 (locking device control unit 104). 1 ~8 3 are driven in response to a command signal from PCM 100, and respectively switch between restricting and releasing the restriction of the movement of brake pedal 22, accelerator lever 25, and accelerator pedal 21. These locking devices 81 to 83 include a pin member driven by, for example, an electric motor or the like, and restrict the movement of pedals 21, 22, or lever 25 by engaging the pin member with them, and allow their movement by releasing the engagement.

[0090] In the second embodiment, the determination unit 101 determines the larger of the operation amount of the accelerator pedal 21 detected by the accelerator pedal sensor SN1 or the operation amount of the accelerator lever 25 detected by the accelerator lever sensor SN2 as a target opening calculation parameter (a parameter used to calculate the target throttle opening in the engine control unit 102).The determination unit 101 also determines the larger of the operation amount of the brake pedal 22 detected by the brake pedal sensor SN3 or the operation amount of the brake lever 24 detected by the brake lever sensor SN4 as a target output calculation parameter (a parameter used to calculate the target brake motor output in the brake control unit 103).

[0091] FIG. 5 is a diagram showing a control procedure at the start of the vehicle 1 in the second embodiment, and corresponds to FIG.

[0092] In the second embodiment, the above steps S1 and S2 are performed in the same manner as in the first embodiment. Meanwhile, in the second embodiment, if the determination in step S2 is YES and the start switch SW1 is switched from OFF to ON while the brake pedal 22 is being operated, the PCM 100 activates the accelerator lever locking device 82, thereby restricting movement of the accelerator lever 25 from the neutral position (step S13). The PCM 100 also activates the brake lever locking device 80, thereby restricting movement of the brake lever 24 from the neutral position (step S14).

[0093] Also in the second embodiment, as in the first embodiment, if the determination in step S2 is NO, step S5 is performed. However, in the second embodiment, if the determination in step S5 is YES and the start switch SW1 is switched from OFF to ON while the brake pedal 22 is not being operated but the brake lever 24 is being operated, the PCM 100 activates the accelerator pedal locking device 83, thereby restricting movement of the accelerator pedal 21 from the neutral position (step S16). The PCM 100 also activates the brake pedal locking device 81, thereby restricting movement of the brake pedal 22 from the neutral position (step S17).

[0094] In the second embodiment, after step S14 or step S17, step S9 is also performed as in the first embodiment, and the PCM 100 starts the engine 50 (step S9).

[0095] When the movement of accelerator lever 25 and brake lever 24 from their respective neutral positions is restricted, the amounts of operation of these levers are maintained at zero. As a result, when steps S13 and S14 are performed and the movement of accelerator lever 25 and brake lever 24 from their respective neutral positions is restricted, the amount of operation of accelerator pedal 21 is always equal to or greater than the amount of operation of accelerator lever 25, and the amount of operation of brake pedal 22 is always equal to or greater than the amount of operation of brake lever 24. Therefore, in the second embodiment, as in the first embodiment, when the determination in step S2 is YES, the parameters determined by determination unit 101 as the parameters for calculating the target opening are substantially the amount of operation of accelerator pedal 21, and the parameters determined as the parameters for calculating the target output are substantially the amount of operation of brake pedal 22. Thus, also in the second embodiment, if the judgment in step S2 is YES, that is, if the start switch SW1 is switched to the ON state while the brake pedal 22 is operated, the vehicle 1 is accelerated or decelerated based on the amount of operation of the accelerator pedal 21 and the brake pedal 22, and the acceleration or deceleration of the vehicle 1 based on the amount of operation of the accelerator lever 25 and the brake lever 24 is limited.

[0096] Furthermore, once the movement of accelerator pedal 21 and brake pedal 22 from their respective neutral positions is restricted, their respective operation amounts are maintained at zero. Thus, once steps S16 and S17 are performed and the movement of accelerator pedal 21 and brake pedal 22 from their respective neutral positions is restricted, the operation amount of accelerator lever 25 is always equal to or greater than the operation amount of accelerator pedal 21, and the operation amount of brake lever 24 is always equal to or greater than the operation amount of brake pedal 22. Therefore, in the second embodiment, as in the first embodiment, if the determination in step S5 is YES, the parameter determined by determination unit 101 as the target opening calculation parameter is substantially the operation amount of accelerator lever 25, and the parameter determined as the target output calculation parameter is substantially the operation amount of brake lever 24. Thus, also in the second embodiment, if the determination in step S5 is YES, that is, if the start switch SW1 is switched to the ON state while the brake pedal 22 is not operated but the brake lever 24 is operated, the vehicle 1 is accelerated or decelerated based on the amount of operation of the accelerator lever 25 and the brake lever 24, and the acceleration or deceleration of the vehicle 1 based on the amount of operation of the accelerator pedal 21 and the brake pedal 22 is limited.

[0097] As described above, in the second embodiment as well, the acceleration / deceleration of the vehicle 1 based on the amount of operation of either the accelerator pedal 21 or the accelerator lever 25, and the acceleration / deceleration of the vehicle 1 based on the amount of operation of either the brake lever 24 or the brake pedal 22 are limited depending on the operation states of the brake pedal 22 and the brake lever 24 when the start switch SW1 is switched to the ON state. Therefore, if the driver unintentionally contacts either the accelerator pedal 21 or the accelerator lever 25, or if the driver unintentionally contacts either the brake pedal 22 or the brake lever 24, unintended acceleration / deceleration of the vehicle 1 due to this contact can be prevented.

[0098] (Other variations) In the above embodiment, the hydraulic pressure supplied to the brake pads (brake calipers) is changed by the electric motor (brake motor) 71. However, the specific means for changing the hydraulic pressure is not limited to an electric motor. Also, drum brakes may be used as the brake system 70 instead of disc brakes.

[0099] In the above embodiment, the case where the judgment unit 101 is included in the PCM 100 has been described, but a controller including the judgment unit 101 may be provided separately from the PCM 100 including the engine control unit 102 and the brake control unit 103, and a signal related to the judgment (decision result) of the judgment unit 101 may be sent to the PCM 100.

[0100] In the above embodiment, the driving source of the vehicle 1 is an engine, but the driving source of the vehicle 1 is not limited to the engine 50 and may be an electric motor.

[0101] In the above embodiment, a case has been described in which both the limit on acceleration / deceleration of the vehicle 1 based on the amount of operation of the accelerator pedal 21 or the accelerator lever 25 and the limit on acceleration / deceleration of the vehicle 1 based on the amount of operation of the brake lever 24 or the brake pedal 22 are executed in accordance with the operation states of the brake pedal 22 and the brake lever 24 when the start switch SW1 is switched to the ON state, but only one of these two limits may be executed. That is, in the flowchart of FIG. 3 (FIG. 4), step S3 (S13) and step S6 (S16) may be omitted, or step S4 (S14) and step S7 (S17) may be omitted.

[0102] Here, if the acceleration / deceleration of the vehicle 1 is not limited based on the operation amount of the brake lever 24 or the brake pedal 22, the brake pedal 22 and the brake lever 24 may be interlocked. When the brake pedal 22 and the brake lever 24 are interlocked, the determination of whether the brake lever 24 is being operated when the brake pedal 22 is not being operated may be made based on the operation state of the brake lock switch SW2. Specifically, when the operation amount detected by the brake pedal sensor SN3 or the brake lever sensor SN4 is greater than zero and the brake lock switch SW2 is in the ON state, it is determined that the brake lever 24 is being operated when the brake pedal 22 is not being operated. When the brake pedal 22 and the brake lever 24 are interlocked, the detection results of the brake pedal sensor SN3 and the brake lever sensor SN4 are the same, so it is possible to omit either one of them.

[0103] Furthermore, if the acceleration / deceleration of the vehicle 1 is not limited based on the amount of operation of the brake lever 24 or the brake pedal 22, a brake system other than the by-wire system may be used as the brake system 70.

[0104] Furthermore, even when limiting the acceleration / deceleration of the vehicle 1 based on the amount of operation of the brake lever 24 or the brake pedal 22, in a configuration in which the operation of the brake pedal 22 or the brake lever 24 itself is restricted as in the second embodiment, a brake system that is not a by-wire type may be used as the brake system 70.

[0105] For example, the vehicle 1 may be provided with a master cylinder that generates hydraulic pressure, a piston provided in the master cylinder that can be directly pressed by both the brake pedal 22 and the brake lever 24, and the movement amount of the piston may be changed based on the larger of the displacement amounts of the brake pedal 22 and the brake lever 24, and similarly to the second embodiment, the following configuration may be adopted: That is, when the start switch SW1 is switched from the OFF state to the ON state while the brake pedal 22 is being operated (the determination in step S2 is YES), the brake lever lock device 80 may be activated to thereby restrict movement of the brake lever 24 from the neutral position (step S14), and when the start switch SW1 is switched from the OFF state to the ON state while the brake pedal 22 is not being operated but the brake lever 24 is being operated (the determination in step S5 is YES), the brake pedal lock device 81 may be activated to thereby restrict movement of the brake pedal 22 from the neutral position (step S17). In this configuration, as in the second embodiment, as the movement of either the brake pedal 22 or the brake lever 24 is restricted, the hydraulic pressure generated in the master cylinder and therefore the braking force applied to the wheels is increased or decreased based solely on the operation of the other.

[0106] Furthermore, the vehicle 1 (driving assist device 10) according to the first embodiment may be configured to further include the locking devices 81-83 according to the second embodiment, so that when the operation of each of the pedals 21, 22 and each of the levers 24, 25 is disabled, the locking devices 80-83 also restrict these operations. Specifically, in the first embodiment, when the operation of the brake pedal 22 is disabled (when the determination unit 101 determines the operation amount of the brake lever 24 as a parameter for calculating the target opening), the brake pedal locking device 81 may restrict the operation of the brake pedal 22. When the operation of the brake lever 24 is disabled (when the determination unit 101 determines the operation amount of the brake pedal 22 as a parameter for calculating the target opening), the brake lever locking device 80 may restrict the operation of the brake lever 24. When the operation of the accelerator pedal 21 is disabled (when the determination unit 101 determines the operation amount of the accelerator lever 25 as a parameter for calculating the target output), the accelerator pedal locking device 83 may restrict the operation of the accelerator pedal 21. Furthermore, when the operation of the accelerator lever 25 is invalidated (when the determination unit 101 determines the operation amount of the accelerator pedal 21 as a parameter for calculating the target output), the operation of the accelerator lever 25 may be restricted by the accelerator lever lock device 82. [Explanation of symbols]

[0107] 1 vehicle 10 Driving assistance devices 21 Accelerator pedal 22 Brake pedal 24 Brake lever 25 Accelerator lever 50 Engine (acceleration / deceleration execution unit) 70 Brake system (acceleration / deceleration execution unit) 80 Brake lever lock device (second embodiment: limiting portion) 81 Brake pedal locking device (second embodiment: limiting portion) 82 Accelerator lever lock device (second embodiment: limiting portion) 83 Accelerator pedal locking device (second embodiment: limiting portion) SW1 Start switch (starting operation part) 101 Judgment section (restriction section) SN1 Accelerator pedal sensor SN2 Accelerator lever sensor SN3 Brake pedal sensor (detection part) SN4 Brake lever sensor (detection part)

Claims

1. A driving assistance device for a vehicle equipped with an accelerator lever that can be operated by hand, an accelerator pedal that can be operated by foot, a brake lever that can be operated by hand, and a brake pedal that can be operated by foot, in a vehicle interior, an acceleration / deceleration execution unit that accelerates or decelerates the vehicle based on the operation amounts of the accelerator lever, the accelerator pedal, the brake lever, and the brake pedal; a start operation unit capable of starting the vehicle; a detection unit that detects the operation states of the brake lever and the brake pedal; a limiting unit that limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the operation amount of either the accelerator lever or the accelerator pedal, in accordance with the detection result of the detection unit when a start operation is performed on the start operation unit.

2. 2. The vehicle driving assistance device according to claim 1, The limiting portion is limiting acceleration / deceleration of the vehicle based on an operation amount of the accelerator pedal when the detection unit detects that only the brake lever of the brake pedal and the brake lever has been operated during the starting operation; and limiting acceleration / deceleration of the vehicle based on an amount of operation of the accelerator lever when the detection unit detects that only the brake pedal is operated out of the brake pedal and the brake lever during the starting operation.

3. 3. The vehicle driving assistance device according to claim 2, The limiting unit limits acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever when the detecting unit detects that both the brake lever and the brake pedal have been operated during the starting operation.

4. The driving assistance device for a vehicle according to any one of claims 1 to 3, an accelerator pedal sensor that detects the amount of operation of the accelerator pedal; an accelerator lever sensor that detects the amount of operation of the accelerator lever; a control device including the limiting unit and controlling the acceleration / deceleration execution unit, a control device for controlling the acceleration / deceleration execution unit based on the detection value of the accelerator pedal sensor among the detection values ​​of the accelerator pedal sensor and the accelerator lever sensor when limiting acceleration / deceleration of the vehicle based on the operation amount of the accelerator pedal, and a control device for controlling the acceleration / deceleration execution unit based on the detection value of the accelerator pedal sensor among the detection values ​​of the accelerator pedal sensor and the accelerator lever sensor when limiting acceleration / deceleration of the vehicle based on the operation amount of the accelerator pedal.

5. The driving assistance device for a vehicle according to any one of claims 1 to 4, the limiting unit limits operation of the accelerator lever when limiting acceleration / deceleration of the vehicle based on the amount of operation of the accelerator lever, and limits operation of the accelerator pedal when limiting acceleration / deceleration of the vehicle based on the amount of operation of the accelerator pedal.

6. A driving assistance device for a vehicle equipped with an accelerator lever that can be operated by hand, an accelerator pedal that can be operated by foot, a brake lever that can be operated by hand, and a brake pedal that can be operated by foot, in a vehicle interior, an acceleration / deceleration execution unit that accelerates or decelerates the vehicle based on the operation amounts of the accelerator lever, the accelerator pedal, the brake lever, and the brake pedal; a start operation unit capable of starting the vehicle; a detection unit that detects the operation states of the brake lever and the brake pedal; a limiting unit that limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the operation amount of either the brake lever or the brake pedal, in accordance with the detection result of the detection unit when a start operation is performed on the start operation unit.

7. 7. The vehicle driving assistance device according to claim 6, The limiting portion is When the detection unit detects that only the brake lever is operated among the brake pedal and the brake lever during the starting operation, the acceleration / deceleration of the vehicle based on the operation amount of the brake pedal is limited, a limiting unit that limits acceleration / deceleration of the vehicle based on an amount of operation of the brake lever when the detection unit detects that only the brake pedal is operated out of the brake pedal and the brake lever during the starting operation.

8. 8. The driving assistance device for a vehicle according to claim 7, The limiting unit limits acceleration / deceleration of the vehicle based on the amount of operation of the brake lever when the detecting unit detects that both the brake lever and the brake pedal have been operated during the starting operation.

9. The driving assistance device for a vehicle according to any one of claims 6 to 8, a control device including the limiting unit and controlling the acceleration / deceleration execution unit, the detection unit includes a brake pedal sensor that detects an operation amount of the brake pedal, and a brake lever sensor that detects an operation amount of the brake lever, a control device for controlling the acceleration / deceleration execution unit based on the brake pedal sensor detection value among the detection values ​​of the brake pedal sensor and the brake lever sensor when limiting acceleration / deceleration of the vehicle based on the operation amount of the brake lever, and a control device for controlling the acceleration / deceleration execution unit based on the brake pedal sensor detection value among the detection values ​​of the brake pedal sensor and the brake lever sensor when limiting acceleration / deceleration of the vehicle based on the operation amount of the brake pedal.

10. The driving assistance device for a vehicle according to any one of claims 6 to 9, the limiting unit regulates operation of the brake lever when limiting acceleration / deceleration of the vehicle based on an operation amount of the brake lever, and regulates operation of the brake pedal when limiting acceleration / deceleration of the vehicle based on an operation amount of the brake pedal.

11. The driving assistance device for a vehicle according to any one of claims 6 to 10, The limiting unit limits the acceleration / deceleration of the vehicle by the acceleration / deceleration execution unit based on the operation amount of either the accelerator lever or the accelerator pedal, in accordance with the detection result of the detection unit when a start operation is performed on the start operation unit.

Images