Misstep accident prevention device

Abstract

The present application relates to a pedal misapplication prevention device which can suppress an accident caused by pedal misapplication of a brake pedal and an accelerator pedal. The pedal misapplication accident prevention device is provided with: a steering wheel position variable mechanism which displaces a steering wheel in a vehicle front-rear direction; a steering wheel position adjustment section which displaces the steering wheel in accordance with an operation amount of the accelerator pedal so that the greater the operation amount of the accelerator pedal operated by a driver, the more the steering wheel is positioned on the rear side of the vehicle; and an accelerator pedal position adjustment section which, in a state where the steering wheel is displaced toward the rear side of the vehicle, displaces the accelerator pedal in a direction in which the operation amount of the accelerator pedal is zeroed when the steering wheel is pushed back toward the front side.

Description

Technical Field

[0001] This disclosure relates to a device for preventing accidental pedal misoperation in vehicles. Background Technology

[0002] The driver adjusts the vehicle's acceleration and deceleration by pressing the brake pedal and accelerator pedal, which are positioned next to each other. Typically, the driver alternates between the brake pedal and the accelerator pedal while operating the brake or accelerator.

[0003] In situations where a vehicle needs to be slowed down, the driver may accidentally press the wrong brake or accelerator pedal, causing the vehicle to suddenly accelerate and resulting in a forward or rear-end collision. Various devices have been proposed to prevent such accidents caused by incorrect pedal operation.

[0004] For example, Patent Document 1 proposes a driving control device in which, if the vehicle speed is below a specified speed, the throttle opening counter is below a specified period, the seat back pressure is above a first specified load, the steering shaft pressure is above a second specified load, and the throttle opening is above a specified opening, then assuming the driver has mistakenly pressed the brake pedal or the accelerator pedal, the device outputs an engine torque suppression indication or a braking action indication to the engine ECU or the brake ECU to decelerate the vehicle.

[0005] In addition, Patent Documents 2 and 3 propose a misoperation prevention device configured in such a way that the accelerator pedal and brake pedal are not operated with one foot, but rather the brake is operated with the foot and the accelerator is operated with the hand.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2013-233893

[0009] Patent Document 2: Japanese Patent Application Publication No. 2014-048742

[0010] Patent Document 3: International Publication No. 2015 / 020152 Summary of the Invention

[0011] The problem that the invention aims to solve

[0012] However, the driving control device disclosed in Patent Document 1 outputs an engine torque suppression indication or a braking action indication when the driver mistakenly presses the brake pedal or the accelerator pedal, and a load exceeding the load applied to the backrest during normal driving is applied to the backrest. Therefore, the output of the engine torque suppression indication or the braking action indication may occur after the vehicle has undergone rapid acceleration, which may not be sufficient to prevent such a situation from happening in time.

[0013] Furthermore, the accelerator pedal misoperation prevention devices disclosed in Patent Documents 2 and 3 lack a mechanism to restore accelerator pedal operation in cases where the driver is panicked and their hand is trapped while operating the accelerator. Therefore, in the event of accidental accelerator pedal operation, they may not be able to suppress or prevent accidents. Additionally, the accelerator pedal misoperation prevention devices disclosed in Patent Documents 2 and 3 differ from conventional accelerator pedal operation, potentially requiring drivers to become accustomed to the new driving technique.

[0014] This disclosure was made in view of the above-mentioned problems, and its object is to provide a pedal misoperation prevention device that can suppress accidents caused by misoperation of the brake pedal and accelerator pedal.

[0015] Technical solutions for solving the problem

[0016] To address the aforementioned issues, according to a certain viewpoint of this disclosure, a pedal misoperation prevention device is provided, comprising: a steering wheel position variable mechanism that displaces the steering wheel in the vehicle's longitudinal direction; a steering wheel position adjusting unit that displaces the steering wheel according to the amount of accelerator pedal operation, such that the greater the amount of accelerator pedal operation by the driver, the more the steering wheel is positioned on the rear side of the vehicle; and an accelerator pedal position adjusting unit that, when the steering wheel is displaced to the rear side of the vehicle, displaces the accelerator pedal in the direction where the amount of accelerator pedal operation returns to zero when the steering wheel is pushed back forward.

[0017] Invention Effects

[0018] As explained above, according to this disclosure, it is possible to suppress accidents caused by misoperation of the brake pedal and accelerator pedal. Attached Figure Description

[0019] Figure 1 This is a schematic diagram illustrating a structural example of the pedal misstep prevention device according to the first embodiment of this disclosure.

[0020] Figure 2 This is an illustrative diagram showing an example of the range of motion of a steering wheel.

[0021] Figure 3 This is an explanatory diagram showing the steering wheel moving to the rear of the vehicle as the amount of pressure applied to the accelerator pedal increases.

[0022] Figure 4This is an explanatory diagram of a mapping diagram (マップ) that shows the relationship between the amount of accelerator pedal operation and the amount of steering wheel displacement.

[0023] Figure 5 This is an explanatory diagram showing the displacement of the accelerator pedal as the steering wheel moves forward.

[0024] Figure 6 This is a flowchart illustrating an example of the operation of a pedal misstep prevention device according to the same embodiment.

[0025] Figure 7 This is an explanatory diagram illustrating the function of the pedal misstep prevention device according to the same embodiment.

[0026] Figure 8 This is a schematic diagram illustrating a structural example of the first transmission mechanism of the pedal misstep prevention device according to the second embodiment of this disclosure.

[0027] Figure 9 This is a schematic diagram illustrating a structural example of the second transmission mechanism of the pedal misstep prevention device according to the second embodiment of this disclosure. Detailed Implementation

[0028] The preferred embodiments of this disclosure will now be described in detail with reference to the accompanying drawings. Furthermore, in this specification and the drawings, structural elements having substantially the same functional structure are labeled with the same symbols, omitting repeated descriptions.

[0029] <<1. First Implementation>>

[0030] First, the pedal misstep prevention device of the first embodiment of this disclosure will be described.

[0031] <1-1. Overview>

[0032] The pedal misoperation accident prevention device of this embodiment is a device for suppressing or mitigating the impact of accidents caused by a driver panicking while driving a vehicle and pressing the accelerator pedal instead of the brake pedal, causing the vehicle to accelerate. The pedal misoperation accident prevention device is constructed using a principle of human movement known in fields such as aviation, called "sub-G sensing," to suppress accidents caused by pedal misoperation. Specifically, it is known that when a person is panicked, they tend to tilt their head back and extend their arms forward. The pedal misoperation accident prevention device uses this forward arm extension to apply a reaction force to the accelerator pedal, thereby preventing the accelerator pedal from being pressed down. The pedal misoperation accident prevention device of the first embodiment is constructed using sensors and electrical control equipment.

[0033] <1-2. Structural Examples>

[0034] Figure 1 This is a schematic diagram illustrating a structural example of the pedal misoperation prevention device 10 of this embodiment, showing the driver D sitting in the driver's seat 3 operating the vehicle.

[0035] The pedal misoperation prevention device 10 of this embodiment is a device installed on the steering wheel 7, and includes a steering wheel position variable mechanism 31 that moves the steering wheel 7 in the forward and backward direction of the vehicle, a steering wheel position detection unit 35 that detects the position St_str of the steering wheel 7, and a force sensor 37 that detects the force F_str exerted by the driver D on the steering wheel 7.

[0036] The variable steering wheel position mechanism 31 is driven by the control device 50, forcibly changing the position St_str of the steering wheel 7 in the vehicle's longitudinal direction. In this embodiment, the variable steering wheel position mechanism 31 comprises an electric motor 33 and a rack and pinion mechanism. The electric motor 33 is controlled and driven by the control device 50, and the rack and pinion mechanism includes a pinion disposed on the output shaft of the electric motor 33 and a rack fixed to the steering shaft 9. The electric motor 33 is a type of electric motor that can rotate forward and backward depending on the direction of the supplied current. By rotating the electric motor 33, the steering shaft 9 moves axially forward and backward, changing the position St_str of the steering wheel 7. However, the structure of the variable steering wheel position mechanism 31, which electrically adjusts the position of the steering wheel 7, is not limited to this example.

[0037] Figure 2 This is an explanatory diagram showing an example of the range of motion of the steering wheel 7. The range of displacement of the steering wheel 7 is appropriately set in a way that will not cause discomfort to the driver D due to changes in the position of the steering wheel 7, nor will it reduce safety. For example, the steering wheel position variable mechanism 31 is configured to be able to move 10mm in each of the forward and backward directions relative to the reference position (±0 position) of the steering wheel 7 when the pedal misoperation prevention device 10 is closed. Figure 2 In this designation, the front of the vehicle is defined as the positive direction to indicate the range of movement. The range of movement of the steering wheel 7 is not limited to ±10mm.

[0038] Furthermore, when the current supply to the electric motor 33 is stopped, if the force exerted by the driver D on the steering wheel 7 to push it forward or pull it backward is greater than the rotational resistance of the electric motor 33, the position St_str of the steering wheel 7 will change.

[0039] The steering wheel position detection unit 35 detects the forward and backward position St_str of the steering wheel 7. The steering wheel position detection unit 35 can be, for example, a potentiometer installed on the electric motor 33 and detecting the rotation angle of the electric motor 33, or a magnetic displacement sensor that detects the displacement of the steering shaft 9 or rack. The force sensor 37 detects the force F_str exerted by the driver D pushing the steering wheel 7. The force sensor 37 can be, for example, a strain gauge or an electro-strain sensor. The sensor signals from the steering wheel position detection unit 35 and the force sensor 37 are sent to the control device 50.

[0040] In addition, the pedal misoperation prevention device 10, which is installed on the accelerator pedal 11, includes an actuator 15 for adjusting the amount of operation (depression) θa of the accelerator pedal 11, an accelerator pedal position detection unit 13 for detecting the amount of operation θa of the accelerator pedal 11, and a pedal force sensor 17 for detecting the pedal force F_acc of the driver D on the accelerator pedal 11.

[0041] The actuator 15 is driven by the control device 50, at least forcibly moving the accelerator pedal 11 in a direction that returns the operating amount θa of the accelerator pedal 11 to zero. The actuator 15 may be, for example, an electric motor coaxially or via gears connected to the rotating shaft of the accelerator pedal 11. However, the structure that allows the electric adjustment of the operating amount θa of the accelerator pedal 11 is not limited to this example.

[0042] The accelerator pedal position detection unit 13 detects the operation amount θa of the accelerator pedal 11. The accelerator pedal position detection unit 13 can be, for example, a potentiometer installed on the actuator 15 and detecting the rotation angle of the electric motor, or a rotation sensor detecting the rotation angle of the rotation axis of the accelerator pedal 11. The pedal force sensor 17 detects the pedal force F_acc exerted by the driver D on the accelerator pedal 11. The pedal force sensor 17 can be, for example, a strain gauge or an electrostrictive strain sensor. The sensor signals from the accelerator pedal position detection unit 13 and the pedal force sensor 17 are sent to the control device 50.

[0043] The control device 50 is configured with one or more processors, such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). Additionally, the control device 50 includes one or more RAM (Random Access Memory) or ROM (Read Only Memory) memories capable of communicating with the processors. The memories store the software programs executed by the processors, various parameters used for computation, acquired data, and computation results. By executing the programs stored in the memories, the processor performs prescribed computational processing to control the operation of the steering wheel position adjustment mechanism 31 and the accelerator pedal 11.

[0044] The control device 50 includes a steering wheel position adjustment unit 51, an accelerator pedal position adjustment unit 53, and a brake action indicator unit 55. Some or all of these units may be implemented as a function by a processor executing a program that performs prescribed calculations. The control device 50 is configured to acquire signals output from the system operation switch 41, the accelerator pedal position detection unit 13, the pedal force sensor 17, the steering wheel position detection unit 35, and the force sensor 37. The system operation switch 41 is operated by the driver (D, etc.) to switch the operation of the pedal misoperation prevention device 10 on or off.

[0045] (Steering wheel position adjustment unit)

[0046] The steering wheel position adjustment unit 51 moves the steering wheel 7 according to the amount of θa operated by the accelerator pedal 11 (see reference). Figure 3 This means that the greater the amount of accelerator pedal 11 operated by the driver D, the more the steering wheel 7 is positioned at the rear of the vehicle. In this embodiment, the steering wheel position adjustment unit 51 controls the drive of the electric motor 33 of the steering wheel position variable mechanism 31 based on the amount of accelerator pedal 11 operated by the accelerator pedal position detection unit 13.

[0047] When the accelerator pedal 11 is not depressed, i.e., when the accelerator pedal 11's operation amount θa is zero, the steering wheel position adjustment unit 51 does not supply current to the electric motor 33, or supplies only a certain amount of current. Therefore, when the accelerator pedal 11 is not depressed, the steering wheel 7 is held in a reference position. Figure 2 The position of positive and negative 0) St_str_0. Additionally, the greater the amount of accelerator pedal operation θa, the more the steering wheel position adjustment unit 51 displaces the steering wheel 7 towards the rear of the vehicle (…). Figure 2 (Negative direction). Thus, by extending his arm forward while the driver D has pressed the accelerator pedal 11, the steering wheel 7 can return to the reference position St_str_0.

[0048] Furthermore, the steering wheel position adjustment unit 51 may also have the function of controlling the steering wheel 7 to prevent it from moving in the vehicle's forward or backward direction when the pedal misoperation prevention device 10 is disengaged. For example, the steering wheel position adjustment unit 51 may also maintain the steering wheel 7 at the reference position St_str_0 by supplying a certain current to the electric motor 33 during the period when the system operation switch 41 is off. However, the device for maintaining the steering wheel 7 at the reference position St_str_0 when the pedal misoperation prevention device 10 is disengaged is not limited to the above examples. For example, the control device 50 may also activate a locking mechanism that engages the stop block with the rack and pinion mechanism of the steering wheel position variable mechanism 31, thereby preventing the operation of the steering wheel position variable mechanism 31 during the period when the system operation switch 41 is off.

[0049] Figure 4 This is an explanatory diagram illustrating an example of a mapping diagram showing the relationship between the amount of operation θa of the accelerator pedal 11 and the amount of displacement of the steering wheel 7. The greater the amount of operation θa of the accelerator pedal 11, the more the steering wheel position adjustment unit 51 displaces the steering wheel 7 towards the rear of the vehicle. Figure 4 The example shown is an example where there is a mechanical or controlled dead zone (insensitive zone) between the rotation of the accelerator pedal 11 and the opening and closing of the intake throttle valve. Figure 4 In the example shown, from the moment the accelerator pedal 11 is depressed until the specified operation amount θa_A, the position St_str of the steering wheel 7 gradually changes towards the rear of the vehicle as the operation amount θa of the accelerator pedal 11 increases. Furthermore, after the operation amount θa of the accelerator pedal 11 exceeds the specified operation amount θa_A, during the period reaching the maximum operation amount θa_max, the ratio of the displacement of the steering wheel 7 to the displacement of the accelerator pedal 11 operation amount θa_A is relatively large compared to the case where the operation amount θa of the accelerator pedal 11 is below the specified operation amount θa_A.

[0050] However, the relationship between the displacement of the steering wheel 7 and the operation amount θa of the accelerator pedal 11 is not limited to... Figure 4The example shown illustrates this. For instance, based on vehicle characteristics such as the setting of the opening and closing action of the intake throttle valve accompanying the rotation of the accelerator pedal 11, the reaction force of the return spring of the accelerator pedal 11, and the static friction of the steering wheel position variable mechanism 31, the amount of accelerator pedal 11 operation θa at which the position St_str of the steering wheel 7 begins to change, the amount of accelerator pedal 11 operation θa at which the displacement of the steering wheel 7 to the rear of the vehicle is maximized, and the displacement of the steering wheel 7 relative to the change in the amount of accelerator pedal 11 operation θa (displacement speed or lag). This prevents the steering wheel 7 from vibrating due to a sudden increase in the amount of accelerator pedal 11 operation θa by the driver D, or a sudden increase in the amount of accelerator pedal 11 operation θa unintentionally caused by the driver D. In addition, regarding the feel of the foot operating the accelerator pedal 11, since the pedal reaction force is relatively large, by appropriately setting the relationship between the displacement of the steering wheel 7 and the operation amount θa of the accelerator pedal 11, a reaction force equal to the reaction force on the foot can be applied to the driver's hand, making the operating feel of the foot and hand similar.

[0051] Furthermore, during the period when the accelerator pedal position adjustment unit 53 drives the actuator 15 to adjust the operation amount θa of the accelerator pedal 11, the steering wheel position adjustment unit 51 stops driving the electric motor 33 of the steering wheel position variable mechanism 31 or reduces the driving torque of the electric motor 33. In the example of this embodiment, if the force F_str of the driver D pushing the steering wheel 7 detected by the force sensor 37 is greater than the preset threshold F_str_0, the steering wheel position adjustment unit 51 stops driving the electric motor 33. As a result, in the event of a collision hazard, the action of returning the steering wheel 7 to the front side of the vehicle by the driver D extending his arm forward will not be hindered, and the action of the accelerator pedal position adjustment unit 53 to zero the operation amount θa of the accelerator pedal 11 can be executed efficiently.

[0052] Furthermore, the steering wheel position adjustment unit 51 can also control the drive of the electric motor 33 of the steering wheel position variable mechanism 31 based on the pedal force F_acc detected by the pedal force sensor 17. For example, when the driver D presses the accelerator pedal 11, the pedal force F_acc of the accelerator pedal 11 becomes a value corresponding to the reaction force of the return spring of the accelerator pedal 11. Therefore, when the pedal force F_acc of the accelerator pedal 11 exceeds a preset threshold F_acc_0, the steering wheel position adjustment unit 51 changes the position St_str of the steering wheel 7 according to the amount of operation θa of the accelerator pedal 11. Considering the force required when the driver D presses the accelerator pedal 11, the threshold F_acc_0 is preset to an appropriate value of 0 or higher. Thus, it is possible to meet the usage requests of the driver D who does not like the displacement of the steering wheel 7 during normal driving, such as in non-emergency situations. On the other hand, in an emergency, if the accelerator pedal 11 is accidentally pressed, a force is generated that causes the steering wheel 7 to move backward, allowing the driver D's hand to feel the movement of the driver D's foot.

[0053] Furthermore, if the rate of change of the accelerator pedal force F_acc |ΔF_acc / dt| exceeds a preset threshold ΔF_acc / dt_A, the steering wheel position adjustment unit 51 can also limit the rate of change of the steering wheel 7 position St_str based on the amount of accelerator pedal operation θa. The threshold ΔF_acc / dt_A is set to an appropriate value, which allows for the pre-detection of rapid increases and decreases in the accelerator pedal force F_acc. This prevents the steering wheel 7 from vibrating due to rapid changes in the amount of accelerator pedal operation θa by the driver D, or rapid changes in the amount of accelerator pedal operation θa unintentionally performed by the driver D. In addition, the steering wheel position adjustment unit 51 can also preset an upper limit on the rate of change of the steering wheel 7 position St_str.

[0054] Furthermore, the steering wheel position adjustment unit 51 can also control the drive of the electric motor 33 of the steering wheel position variable mechanism 31 based on the acceleration of the accelerator pedal 11 when it is depressed, detected by the acceleration sensor instead of the pedal force sensor 17. In this case, the steering wheel position adjustment unit 51 can also use a low-pass filter or the like to filter the input signal from the acceleration sensor, so that the position of the steering wheel 7 will not be changed based on the rotation of the accelerator pedal 11 that exceeds a predetermined acceleration that would not occur during the normal driving operation of the driver D. As a result, it is possible to prevent the steering wheel 7 from vibrating due to unintentional pulse-like input or high-frequency vibration input by the driver D.

[0055] Furthermore, if the acceleration of the steering wheel 7 exceeds a preset threshold when the amount of accelerator pedal 11 operation θa changes, the steering wheel position adjustment unit 51 can also change the position St_str of the steering wheel 7 according to the amount of accelerator pedal 11 operation θa. This allows for handling requests from drivers D who dislike steering wheel 7 movement during normal driving, for example, in non-emergency situations. On the other hand, in an emergency, if the accelerator pedal 11 is accidentally pressed, a force is generated that causes the steering wheel 7 to move backward, allowing drivers D to feel the movement of their feet.

[0056] (Accelerator pedal position adjustment unit)

[0057] When the steering wheel 7 is moved to the rear of the vehicle, the accelerator pedal position adjustment unit 53, when the steering wheel 7 is pushed back forward, causes the accelerator pedal 11 to move in the direction where the operation amount θa of the accelerator pedal 11 returns to zero (refer to...). Figure 5 In this embodiment, the accelerator pedal position adjustment unit 53 controls the drive of the actuator 15 that adjusts the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7 detected by the steering wheel position detection unit 35. Thus, as the driver D extends his arm forward, the operation amount θa of the accelerator pedal 11 can be reduced to zero.

[0058] Furthermore, if the force F_str exerted by the driver D on the steering wheel 7, as detected by the force sensor 37, exceeds a preset threshold F_str_0, the accelerator pedal position adjustment unit 53 can also control the drive of the actuator 15 based on the position St_str of the steering wheel 7, thereby adjusting the operation amount θa of the accelerator pedal 11. The threshold F_str_0 can be preset to any value greater than 0. For example, the threshold F_str_0 can be set to an appropriate value so that the force exerted by the driver D on the steering wheel 7 during normal driving operations does not exceed the threshold F_str_0. Thus, it is possible to meet the usage requests of drivers D who dislike the linkage between the displacement of the steering wheel 7 and the displacement of the accelerator pedal 11 during normal driving, such as in non-emergency situations. On the other hand, in an emergency, when the driver D extends their arm forward in a state of panic, the change in the position St_str of the steering wheel 7 generates a force that returns the accelerator pedal 11, preventing the accelerator pedal 11 from being mistakenly pressed further. Furthermore, the accelerator pedal position adjustment unit 53 can also use a low-pass filter or the like to filter the input signal from the force sensor 37, so that if the force F_str applied to the steering wheel 7 exceeds a predetermined value that would not occur during normal driving operations by the driver D, the operation amount θa of the accelerator pedal 11 will not be displaced. This prevents the accelerator pedal 11 from vibrating due to unintentional pulse-like inputs or high-frequency vibrations by the driver D.

[0059] Furthermore, the accelerator pedal position adjustment unit 53 can also control the drive of the actuator 15 based on the acceleration detected by the acceleration sensor instead of the force sensor 37 when the position St_str of the steering wheel 7 changes. For example, if the acceleration when the position St_str of the steering wheel 7 changes exceeds a preset threshold, the accelerator pedal position adjustment unit 53 can also shift the operation amount θa of the accelerator pedal 11 according to the position St_str of the steering wheel 7. The threshold can be preset to any value above 0. For example, the threshold can be set to an appropriate value so that the force exerted by the driver D on the steering wheel 7 during normal driving operations does not exceed the threshold. Thus, it is possible to meet the usage requests of drivers D who do not like the linkage between the displacement of the steering wheel 7 and the displacement of the accelerator pedal 11 during normal driving, such as in non-emergency situations. On the other hand, in an emergency, when the driver D extends his arm forward in a state of panic, the change in the position St_str of the steering wheel 7 generates a force that returns the accelerator pedal 11, preventing the accelerator pedal 11 from being mistakenly pressed further. Furthermore, the accelerator pedal position adjustment unit 53 can also use a low-pass filter or the like to filter the input signal from the acceleration sensor, so that the accelerator pedal 11 will not be displaced by the amount of operation θa based on the change of the steering wheel 7 position St_str, which would not occur during the normal driving operation of the driver D. As a result, it is possible to prevent the accelerator pedal 11 from vibrating due to pulse-like input or high-frequency vibration input unintentionally made by the driver D.

[0060] For example, the accelerator pedal position adjustment unit 53 can also be used. Figure 4 The mapping diagram shown adjusts the accelerator pedal 11 operation amount θa based on the position St_str of the steering wheel 7. Different mapping diagrams can also be used to adjust the accelerator pedal 11 operation amount θa based on the position St_str of the steering wheel 7.

[0061] (Brake action indicator)

[0062] After the accelerator pedal position adjusting unit 53 returns the accelerator pedal 11's operating amount θa to zero, the brake action indicator unit 55 generates an indication signal to apply braking force to the vehicle by further pushing the steering wheel 7 forward. The accelerator pedal position adjusting unit 53 has the function of returning the accelerator pedal 11's operating amount θa to zero as the driver D extends their arm forward, thus suppressing vehicle acceleration. Conversely, the brake action indicator unit 55 also has the function of applying braking force to the vehicle.

[0063] For example, in the accelerator pedal position adjustment unit 53 based on Figure 4 The mapping diagram shown indicates that when the accelerator pedal 11's operation amount θa is zero, the steering wheel 7 is in the reference position. Figure 2The position of positive or negative 0) St_str_0. In this case, the brake action indicator 55 is located further forward of the vehicle than the reference position St_str_0 when the steering wheel 7 is turned. Figure 2 When the vehicle is displaced (to the side), an indication signal for generating braking force is generated and sent to the brake control device 60. Upon receiving the indication signal, the brake control device 60 generates braking force to decelerate the vehicle. The brake control device 60 can also drive a hydraulic brake device to generate braking force, or it can regenerate the electric motor driving the drive wheels to generate braking force.

[0064] The target value of the braking force can be a fixed value, but it can also be increased by the braking action indicator 55 when the position St_str of the steering wheel 7 changes to be closer to the front of the vehicle than the reference position St_str_0. The greater the change in the position St_str of the steering wheel 7 relative to the reference position St_str_0, the greater the target value of the braking force to be generated. Thus, the braking force can be increased based on the degree of panic inferred from the driver D's forward arm extension.

[0065] Furthermore, the timing at which the brake action indicator 55 begins sending the braking force indication signal to the brake control device 60 is not limited to after the accelerator pedal 11's operation amount θa returns to zero, but can also begin before the accelerator pedal 11's operation amount θa returns to zero. In other words, the brake action indicator 55 can also begin sending the braking force indication signal to the brake control device 60 before the steering wheel 7 returns to the reference position St_str_0.

[0066] <1-3. Actions>

[0067] Next, the operation of the pedal misstep prevention device 10 of this embodiment will be explained.

[0068] Figure 6 This is a flowchart illustrating the operation of the control device 50 of the pedal misoperation prevention device 10. The flowchart described below can also be executed at all times during vehicle system startup, but in this embodiment, it is executed when the system operation switch 41 is turned on.

[0069] First, the steering wheel position adjustment unit 51 determines, based on the sensor signal from the pedal force sensor 17, whether the detected pedal force F_acc of the accelerator pedal 11 exceeds a preset threshold F_acc_0 (step S11). The threshold F_acc_0 is any value above 0 that is preset considering the force required when the driver D depresses the accelerator pedal 11. If the detected pedal force F_acc is below the threshold F_acc_0 (S11 / No), the steering wheel position adjustment unit 51 repeats the determination in step S11.

[0070] On the other hand, if the detected pedal force F_acc exceeds the threshold F_acc_0 (S11 / Yes), the steering wheel position adjustment unit 51 determines whether the rate of change of the pedal force F_acc of the accelerator pedal 11, |ΔF_acc / dt|, exceeds the preset threshold ΔF_acc / dt_A (step S13). The threshold ΔF_acc / dt_A is preset to a value that can detect a sharp change in the pedal force F_acc of the accelerator pedal 11. If the rate of change of the pedal force F_acc of the accelerator pedal 11, |ΔF_acc / dt|, does not exceed the threshold ΔF_acc / dt_A (S13 / No), the process proceeds directly to step S17.

[0071] On the other hand, if the rate of change of the accelerator pedal force F_acc |ΔF_acc / dt| exceeds the threshold ΔF_acc / dt_A (S13 / Yes), the steering wheel position adjustment unit 51 limits the rate of change of the steering wheel 7 based on the steering wheel position variable mechanism 31 (step S15). That is, if the accelerator pedal force F_acc changes drastically, the position St_str of the steering wheel 7 changes rapidly, and the rate of change of the steering wheel 7 is limited so that the steering wheel 7 does not vibrate. Specifically, the rotational speed of the electric motor 33 of the steering wheel position variable mechanism 31 is limited.

[0072] Next, the steering wheel position adjustment unit 51 controls the drive of the electric motor 33 of the steering wheel position variable mechanism 31 based on the operation amount θa of the accelerator pedal 11 detected by the sensor signal of the accelerator pedal position detection unit 13, so that the position St_str of the steering wheel 7 changes towards the rear of the vehicle (step S17). For example, the steering wheel position adjustment unit 51 refers to... Figure 4 The diagram shown indicates that the greater the amount of accelerator pedal 11 operation θa, the more the steering wheel 7 is positioned at the rear of the vehicle, thus controlling the drive of the electric motor 33. Therefore, when the driver D extends their arm forward, a state is created where the steering wheel 7 can move forward.

[0073] Next, the accelerator pedal position adjustment unit 53 determines whether the force F_str detected by the sensor signal from the force sensor 37, which is the force exerted by the driver D on the steering wheel 7, exceeds a preset threshold F_str_0 (step S19). The threshold F_str_0 is any value above 0 that is preset so that the force exerted by the driver D on the steering wheel 7 during normal driving operations does not exceed the threshold F_str_0. If the detected force F_str is below the threshold F_str_0 (S19 / No), the process returns to step S11, and the steering wheel position adjustment unit 51 continuously adjusts the position St_str of the steering wheel 7 based on the amount of operation θa of the accelerator pedal 11.

[0074] On the other hand, if the detected force F_str exceeds the threshold F_str_0 (S19 / Yes), the accelerator pedal position adjustment unit 53 uses a low-pass filter to filter the sensor signal from the steering wheel position detection unit 35 (step S21). This prevents the accelerator pedal 11 from vibrating due to unintentional swaying of the steering wheel 7 position St_str by the driver D. Next, the accelerator pedal position adjustment unit 53 drives the actuator 15, which adjusts the operation amount θa of the accelerator pedal 11, based on the steering wheel 7 position St_str detected according to the filtered signal, causing the operation amount θa of the accelerator pedal 11 to return to zero (step S23). For example, the accelerator pedal position adjustment unit 53 refers to... Figure 4 The mapping diagram shown adjusts the accelerator pedal 11's operating amount θa based on the steering wheel 7's position St_str. Therefore, in abnormal situations, such as when driver D panics and extends their arm forward, the accelerator pedal 11 can be prevented from being pressed down. Furthermore, driver D's hand can feel the reaction force from pressing the accelerator pedal 11, allowing driver D to realize they have made a mistake. Thus, it is expected that driver D can recover from a state of panic.

[0075] Next, the brake action indicator 55 determines whether the position St_str of the steering wheel 7 is further forward of the reference position St_str_0 (step S25). If the position St_str of the steering wheel 7 is not further forward of the reference position St_str_0 (S25 / No), the process returns to step S19, where the accelerator pedal position adjustment unit 53 determines whether the force F_str exerted by the driver D on the steering wheel 7 exceeds a preset threshold F_str_0.

[0076] On the other hand, when the position St_str of the steering wheel 7 is further forward of the reference position St_str_0 (step S25 / Yes), the brake action indicator 55 generates an indication signal for generating vehicle braking force and sends the indication signal to the brake control device 60 (step S27). For example, the greater the difference between the position St_str of the steering wheel 7 (which is further forward of the reference position St_str_0) and the reference position St_str_0, the larger the target value of the braking force generated by the brake action indicator 55 will be, and the more it will send the indication signal. As a result, the brake control device 60 generates braking force for the vehicle, and the vehicle decelerates.

[0077] <1-4. Functions>

[0078] Next, the function of the pedal misstep prevention device 10 in this embodiment will be explained.

[0079] Figure 7This is an example of the operation amount θa of the accelerator pedal 11, the position St_str of the steering wheel 7, and the movement of the vehicle speed V during the operation of the pedal misoperation prevention device 10.

[0080] exist Figure 7 In the example shown, from time t1 when driver D begins to depress the accelerator pedal 11 until time t2 when the intake throttle valve begins to open, as the amount of accelerator pedal operation θa increases, the position St_str of the steering wheel 7 gradually changes towards the rear (negative side) of the vehicle (see reference). Figure 4 During this period, the vehicle speed V does not increase.

[0081] At time t2, when the intake throttle valve begins to open, the speed at which the position St_str of the steering wheel 7 changes increases with the increase of the accelerator pedal 11's input amount θa (refer to...). Figure 4 In addition, as the amount of operation θa of the accelerator pedal 11 increases, the vehicle speed V increases.

[0082] Subsequently, at time t3, when the driver D stops pressing the accelerator pedal 11 and the amount of accelerator pedal 11 operation θa remains at a certain value, the vehicle speed V also remains at a certain value.

[0083] At time t4, assuming an emergency occurs such as another vehicle or pedestrian suddenly appearing in front of the vehicle, driver D panics and extends his arm forward. The steering wheel 7 is then pushed forward, and its position St_str begins to change forward. This generates a reaction force on driver D's depressing of the accelerator pedal 11, and the accelerator pedal 11 shifts towards zero in the direction of its operation amount θa, causing the vehicle speed V to decrease. Even if driver D, in a state of panic, mistakenly depresses the accelerator pedal 11 as the brake, the extension of the arm causes the accelerator pedal 11 to return to its original position, preventing further acceleration. Furthermore, the reaction force felt by driver D upon depressing the accelerator pedal 11 helps him realize his mistake. Therefore, it is expected that driver D will recover from his panic.

[0084] Next, at time t5, the position St_str of the steering wheel 7 returns to the reference position St_str_0, and the operation amount θa of the accelerator pedal 11 becomes zero. In this embodiment, after time t5, when the steering wheel 7 is pushed further forward from the reference position St_str_0, braking force is applied to the vehicle, and the vehicle stops at time t6.

[0085] <1-5. Effects>

[0086] As explained above, the pedal misoperation prevention device 10 of this embodiment is configured such that when the accelerator pedal 11 is depressed, the position St_str of the steering wheel 7 changes towards the rear of the vehicle, and when the driver D extends his arm forward, the steering wheel 7 can move forward. Furthermore, when the driver D, in a state of panic, extends his arm forward during an abnormal situation, the accelerator pedal 11 is displaced in the direction where the accelerator pedal 11's operation amount θa returns to zero as the steering wheel 7 is pushed forward. Therefore, in an abnormal situation, a reaction force is generated against the driver D's action of depressing the accelerator pedal 11, preventing the driver D from further depressing the accelerator pedal 11. Additionally, the driver D can feel the reaction force against the driver D's action of depressing the accelerator pedal 11, making the driver D aware of the misoperation. Thus, it is expected that the driver D can recover from the state of panic. Furthermore, because the accelerator pedal 11 is displaced in the direction where the accelerator pedal 11's operation amount θa returns to zero as the steering wheel 7 is pushed forward, the vehicle can be decelerated. Thus, the pedal misoperation accident prevention device 10 of this embodiment can suppress accidents caused by misoperation of the accelerator pedal 11 or mitigate the impact caused by accidents by utilizing the actions taken by the driver D in a state of panic.

[0087] Furthermore, in this embodiment, when the steering wheel 7 is pushed further forward to the reference position St_str_0, the pedal misoperation prevention device 10 sends an indication signal to the brake control device 60 to generate braking force. Therefore, it can actively decelerate the vehicle, suppress accidents caused by misoperation of the accelerator pedal 11, or improve the effect of mitigating the impact caused by an accident.

[0088] Furthermore, in the pedal misoperation prevention device 10 of this embodiment, when the force F_str that the driver D exerts when pushing the steering wheel 7 forward exceeds a predetermined threshold F_str_0, the steering wheel position adjustment unit 51 stops the action that changes the position St_str of the steering wheel 7, or reduces the driving torque of the electric motor 33, based on the operation amount θa of the accelerator pedal 11. Therefore, when the driver D extends his arm forward, the action of returning the steering wheel 7 to the front of the vehicle is not hindered, and the accelerator pedal position adjustment unit 53 can efficiently perform the action of reducing the operation amount θa of the accelerator pedal 11 to zero.

[0089] <1-6. Application Examples>

[0090] Next, an application example of the pedal misstep prevention device 10 of the above-described embodiment will be explained.

[0091] The pedal misoperation prevention device 10 of the above embodiment is constructed as a device that links the operation amount θa of the accelerator pedal 11 with the position St_str of the steering wheel 7, but it can also further link the position St_str of the steering wheel 7 with the operation amount θb of the brake pedal.

[0092] The pedal misoperation prevention device in the application example also includes an actuator for displacing the brake pedal and a brake pedal position adjustment unit for controlling the drive of the actuator that displaces the brake pedal. On the other hand, the brake operation indicator 55 in the functional structure of the control device 50 can be omitted in the pedal misoperation prevention device of the application example. The actuator for displacing the brake pedal is the same as the actuator 15 for displacing the accelerator pedal 11, and can be an electric motor or the like. In addition, the brake pedal position adjustment unit is set to function as the control device 50.

[0093] When the steering wheel 7 is moved to the rearward side by the steering wheel position adjustment unit 51, the brake pedal position adjustment unit drives the actuator to move the brake pedal in the direction that increases the brake pedal operation amount θb when the steering wheel 7 is pushed back forward. In this case, the brake action indicator 55 of the control device 50 described in the above embodiment is not required, and the braking system can operate based on the brake pedal operation amount θb to generate braking force. In an application example, when the steering wheel 7 returns to the forward side of the vehicle, the position St_str of the steering wheel 7 that causes the brake pedal operation amount θb to begin to increase can be appropriately set.

[0094] In the example of the pedal misoperation accident prevention device, when the accelerator pedal 11 is depressed and the steering wheel 7 is displaced to the rear of the vehicle, if the driver D extends his arm forward, a reaction force is generated on the depressed accelerator pedal 11, inhibiting further depressing of the accelerator pedal 11, reducing the operation amount θa of the accelerator pedal 11 to zero, and increasing the operation amount θb of the brake pedal, thereby generating braking force on the vehicle. Therefore, by utilizing the driver D's action in a panic state to increase the operation amount θb of the brake pedal, accidents caused by misoperation of the accelerator pedal 11 can be suppressed, or the impact caused by an accident can be mitigated.

[0095] <<2. Second Implementation>>

[0096] Next, the pedal misstep prevention device of the second embodiment of this disclosure will be described.

[0097] The pedal misstep prevention device of the first embodiment is constructed using sensors and electrical control equipment, while the pedal misstep prevention device of the second embodiment is constructed using a mechanical mechanism that does not use electrical control equipment.

[0098] Figure 8 and Figure 9This is a schematic diagram illustrating the pedal misstep prevention device 70 of this embodiment. Figure 8 An example of the first transmission mechanism 75 is shown, which transmits the movement of the movable part of the accelerator pedal 11 caused by the increase of the operation amount θa of the accelerator pedal 11 to the steering wheel position variable mechanism 73, so that the steering wheel 7 moves to the rear side of the vehicle. Figure 9 An example of a second transmission mechanism 85 is shown, which transmits the action of the steering wheel position variable mechanism 73 caused by the movement of the steering wheel 7 toward the front of the vehicle to the movable part of the brake pedal 12, thereby increasing the amount of operation of the brake pedal 12.

[0099] In the pedal misoperation prevention device 70, the steering wheel position adjustment unit and the accelerator pedal position adjustment unit are configured with a first transmission mechanism 75 and a second transmission mechanism 85. The first transmission mechanism 75 transmits the movement of the movable part of the accelerator pedal 11 caused by the increase of the operation amount θa of the accelerator pedal 11 to the steering wheel position variable mechanism 73, causing the steering wheel 7 to move towards the rear of the vehicle. In addition, when the steering wheel 7 is displaced towards the rear of the vehicle, the first transmission mechanism 75 transmits the movement of the steering wheel position variable mechanism 73 when the steering wheel 7 is pushed back forward to the movable part, causing the accelerator pedal 11 to move in the direction where the operation amount θa of the accelerator pedal 11 returns to zero.

[0100] Figure 8 The illustrated first transmission mechanism 75 includes a first pulley 71, a second pulley 74, an intermediate pulley 77, and a cable 79. The first pulley 71 is fixed coaxially with the rotation axis of the accelerator pedal 11 and rotates with the displacement of the accelerator pedal 11. The second pulley 74 is fixed coaxially with a pinion (not shown) of the rack and pinion type variable steering wheel position mechanism 73. The two ends of the cable 79 are respectively wound around the first pulley 71 and the second pulley 74. In addition, the central portion of the cable 79 is wound around the intermediate pulley 77.

[0101] When the accelerator pedal 11 is depressed, line 79 is pulled towards the accelerator pedal 11, and one end of line 79, which is wound around the first pulley 71, is wound in the winding direction. When the steering wheel 7 moves forward, line 79 is pulled towards the steering wheel 7, and the other end of line 79, which is wound around the second pulley 74, is wound in the winding direction. Therefore, when the driver D depresses the accelerator pedal 11 and the amount of operation θa of the accelerator pedal 11 increases, line 79 is wound around the first pulley 71 on one hand and leads out from the second pulley 74 on the other, causing the steering wheel 7 to shift towards the rear of the vehicle. Furthermore, when the driver D extends his arm forward and the steering wheel 7 shifts towards the front of the vehicle, line 79 is wound around the second pulley 74 on one hand and leads out from the first pulley 71 on the other, causing the accelerator pedal 11 to shift in the direction where the amount of operation θa of the accelerator pedal 11 becomes zero.

[0102] The winding diameter of the line 79 relative to the first pulley 71 and the winding diameter of the line 79 relative to the second pulley 74 are set according to the ratio of the displacement of the steering wheel 7 to the displacement of the accelerator pedal 11. Alternatively, the ratio of the displacement of the steering wheel 7 to the displacement of the accelerator pedal 11 can be set by using a reducer or speed increaser consisting of a combination of multiple gears instead of the first pulley 71 or other pulleys, or instead of the second pulley 74 or other pulleys.

[0103] The second transmission mechanism 85 transmits the action of the steering wheel position variable mechanism 73, caused by the steering wheel 7 moving to a position further forward of the vehicle than the reference position, to the movable part of the brake pedal 12, thereby increasing the amount of operation of the brake pedal 12. Figure 9 The illustrated second transmission mechanism 85, like the first transmission mechanism 75, comprises a first pulley 81, a second pulley 84, an intermediate pulley 87, and a cable 89. However, the winding direction of the cable 89 relative to the first pulley 81 is opposite to that of the cable 79 in the first transmission mechanism 75. Therefore, when the driver D pushes the steering wheel 7 towards the front of the vehicle, the cable 89 is wound around the second pulley 84 on one hand and leads out from the first pulley 81 on the other, causing the brake pedal 12 to shift in the direction of increasing brake pedal operation.

[0104] In the second transmission mechanism 85, the winding diameter of the wire 89 relative to the first pulley 81 and the winding diameter of the wire 89 relative to the second pulley 84 are also set according to the ratio of the displacement of the brake pedal 12 operation amount to the displacement of the steering wheel 7. Alternatively, the ratio of the displacement of the brake pedal 12 operation amount to the displacement of the steering wheel 7 can be set by providing a reducer or speed increaser composed of a combination of multiple gears instead of the first pulley 81 or other than the first pulley 81, or instead of the second pulley 84 or other than the second pulley 84.

[0105] The pedal misoperation prevention device 70, which is a mechanical mechanism, can achieve a state where, when the accelerator pedal 11 is depressed, the position of the steering wheel 7 changes to the rearward side of the vehicle, and if the driver D extends their arm forward, the steering wheel 7 can move forward. Furthermore, in an abnormal situation, such as when the driver D, in a state of panic, extends their arm forward, the pedal misoperation prevention device 70, as the steering wheel 7 is pushed forward, causes the accelerator pedal 11 to displace in the direction where the accelerator pedal 11's operation amount θa returns to zero. Therefore, in an abnormal situation, a reaction force is generated against the driver D's action of depressing the accelerator pedal 11, preventing the driver D from further depressing the accelerator pedal 11. Additionally, the driver D can feel the reaction force against the driver's action of depressing the accelerator pedal 11, making the driver D aware of the misoperation. Thus, it is expected that the driver D can recover from a state of panic. Furthermore, because the accelerator pedal 11 displaces in the direction where the accelerator pedal 11's operation amount θa returns to zero as the steering wheel 7 is pushed forward, the vehicle can be decelerated. Thus, the pedal misoperation accident prevention device 70 of this embodiment can suppress accidents caused by misoperation of the accelerator pedal 11 or mitigate the impact caused by accidents by utilizing the actions taken by the driver D in a state of panic.

[0106] Furthermore, in this embodiment, when the steering wheel 7 is pushed further forward than the reference position St_str_0, the pedal misoperation prevention device 70 displaces the brake pedal 12 in the direction of increasing brake pedal operation. Therefore, it can actively decelerate the vehicle, suppressing accidents caused by misoperation of the accelerator pedal 11, or improving the effect of mitigating the impact caused by an accident.

[0107] also, Figure 8 The illustrated example of the pedal misoperation prevention device 70 is merely one example and can be appropriately modified. For instance, the component transmitting rotation between the first and second pulleys is not limited to a cable, but can also be other components such as a belt or chain. Furthermore, the first pulley, second pulley, and intermediate pulley can also be gears. Additionally, the intermediate pulley is not limited to one, but can be an appropriate number. Moreover, it can be configured such that, by arranging a portion of the cable within a tube fixed in a suitable position, the rotational action of the accelerator pedal 11 or brake pedal 12, and the action of the steering wheel position variable mechanism 31 caused by the vehicle's longitudinal displacement of the steering wheel 7, can be transmitted between them without the use of intermediate pulleys.

[0108] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings, but this disclosure is not limited to such examples. It is evident to those skilled in the art that various modifications or alterations will arise within the scope of the technical concept set forth in the claims, and these are also understood to fall within the technical scope of this disclosure.

[0109] For example, the following methods also fall within the technical scope of this disclosure.

[0110] In the pedal misoperation prevention device 10 of the first embodiment, a brake action indicator is also provided. The brake action indicator generates an indication signal that generates vehicle braking force. After the accelerator pedal operation amount is reduced to zero by the accelerator pedal position adjustment unit, the brake action indicator further pushes the steering wheel forward, thereby generating an indication signal that generates vehicle braking force.

[0111] The pedal misoperation prevention device 10 of the first embodiment further includes: an actuator that displaces the brake pedal; and a brake pedal position adjustment unit that controls the drive of the actuator that displaces the brake pedal, wherein when the steering wheel is displaced to the rear of the vehicle, the brake pedal position adjustment unit displaces the brake pedal in the direction of increasing brake pedal operation amount when the steering wheel is pushed back forward.

[0112] In the pedal misoperation prevention device 70 of the second embodiment, the steering wheel position adjustment unit and the accelerator pedal position adjustment unit are configured to include a transmission mechanism. The transmission mechanism transmits the movement of the movable part of the accelerator pedal caused by the increase in the amount of operation of the accelerator pedal to the steering wheel position variable mechanism, so that the steering wheel moves to the rear of the vehicle. In the state where the steering wheel is displaced to the rear of the vehicle, the movement of the steering wheel position variable mechanism when the steering wheel is pushed back forward is transmitted to the movable part, so that the accelerator pedal is displaced in the direction where the amount of operation of the accelerator pedal returns to zero.

[0113] Symbol Explanation

[0114] 7… Steering wheel

[0115] 9… Steering Axle

[0116] 10… Accident prevention device for pedal misoperation

[0117] 11…Accelerator pedal

[0118] 13…Accelerator Pedal Position Detection Unit

[0119] 15…Actuator

[0120] 17…Pedal force sensor

[0121] 31… Steering wheel position variable mechanism

[0122] 33… Electric motor

[0123] 35… Steering wheel position detection unit

[0124] 37…force sensor

[0125] 50… control device

[0126] 51…Steering wheel position adjustment unit

[0127] 53…Accelerator pedal position adjustment section

[0128] 55…Brake Action Indicator

[0129] 70… Accident prevention device for pedal misoperation

[0130] 71…First pulley

[0131] 73… Steering wheel position variable mechanism

[0132] 74…Second pulley

[0133] 75…Transmission mechanism

[0134] 77…Intermediate pulley

[0135] 79…line.

Claims

1. A device for preventing accidental pedal misoperation, comprising: A variable steering wheel position mechanism that allows the steering wheel to move in the longitudinal direction of the vehicle; The steering wheel position adjustment unit moves the steering wheel according to the amount of operation of the accelerator pedal, such that the greater the amount of operation of the accelerator pedal by the driver, the more the steering wheel is located on the rear side of the vehicle. as well as The accelerator pedal position adjustment unit, when the steering wheel is displaced to the rear of the vehicle, causes the accelerator pedal to move in the direction where the accelerator pedal operation amount is zero when the steering wheel is pushed back forward.

2. The pedal misstep prevention device according to claim 1 further comprises: The accelerator pedal position detection unit detects the amount of accelerator pedal operation. The variable steering wheel position mechanism includes an actuator that displaces the steering wheel. The steering wheel position adjustment unit controls the drive of the actuator based on the amount of accelerator pedal operation detected by the accelerator pedal position detection unit.

3. The pedal misstep prevention device according to claim 2 further comprises: A pedal force sensor detects the force applied by the driver to the accelerator pedal. The steering wheel position adjustment unit controls the drive of the actuator based on the pedal force detected by the pedal force sensor.

4. The pedal misstep prevention device according to claim 2 further comprises: An acceleration sensor detects the acceleration of the displacement of the accelerator pedal. The steering wheel position adjustment unit controls the drive of the actuator based on the acceleration of the displacement of the accelerator pedal detected by the acceleration sensor.

5. The pedal misoperation prevention device according to any one of claims 2 to 4, further comprising: A steering wheel position detection unit detects the position of the steering wheel in the longitudinal direction of the vehicle. An actuator that displaces the accelerator pedal; and The accelerator pedal position adjustment unit controls the drive of the actuator that displaces the accelerator pedal. The accelerator pedal position adjustment unit, when the steering wheel is moved to the rear of the vehicle and the steering wheel is pushed back forward, causes the accelerator pedal to move in the direction where the accelerator pedal operation amount is zero.

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