Accelerator pedal kickdown switch and method for controlling misoperation of the accelerator pedal by means thereof

Abstract

A kickdown switch (3) for an accelerator pedal (31), the kickdown switch (3) comprising: a friction surface (120) through which a kickdown actuation feeling is generated by contact with a lever (300) which rotates when the accelerator pedal (31) is actuated, wherein the friction surface (120) comprises: a first friction surface (121) corresponding to a normal operation portion of the accelerator pedal (31), and a second friction surface (122) corresponding to a misoperation portion of the accelerator pedal (31), wherein the first friction surface (121) is a portion where a pedal force of the accelerator pedal (31) ranges from zero to a reference pedal force and has a kickdown feeling generating point, and the second friction surface (122) is a portion extending from the first friction surface (121) and not having the kickdown feeling generating point, and wherein the first (121) and the second friction surface (122) are configured such that a first inclination angle (A1) between the first friction surface (121) and a reference line (L1) extending in a load input direction (F1) when the accelerator pedal (31) is operated is smaller than a second inclination angle (A2) between the second friction surface (122) and the reference line (L1), and the pedal force on the second friction surface (122) is greater than the pedal force on the first friction surface (121) because the second angle of inclination (A2) is greater than the first angle of inclination (A1).

Description

TECHNICAL FIELD

[0001] The present invention / disclosure relates to a kickdown switch for an accelerator pedal that clearly informs a driver of a misoperation state when the driver mistakes the accelerator pedal for the brake pedal, and further improves the safety of the vehicle by controlling the vehicle in the event of a misoperation, and a method of controlling a misoperation by means of the same. BACKGROUND

[0002] A brake pedal is mounted in such a way that it is positioned to one side of an accelerator pedal, since in the case of an automatic transmission there is no clutch pedal.

[0003] Accordingly, it is common for a novice, older, or even experienced driver to apply sudden braking in an emergency situation to press the accelerator and brake pedals simultaneously, or to misapply the accelerator and brake pedals. As a result, the vehicle accelerates rapidly instead of braking suddenly, which can result in personal injury and property damage due to an accident.

[0004] The foregoing information is intended only to assist in understanding the background of the present disclosure / invention and does not imply that the present invention / disclosure falls within the scope of related art that is already well known to those skilled in the art.

[0005] KR 10 0 835 333 B1 discloses a kickdown switch of a standing-type accelerator pedal device.

[0006] KR 10 2011 0 050 846 A discloses a kickdown switch of an accelerator pedal device. BRIEF EXPLANATION OF THE INVENTION

[0007] The present invention aims to provide a kickdown switch for an accelerator pedal with an improved structure that more clearly informs a driver of a misoperation condition when the driver mistakenly presses the accelerator pedal instead of pressing the brake pedal when braking is required. Furthermore, the kickdown switch with the improved structure clearly detects the misoperation condition of the accelerator pedal. Accordingly, the driver stops pressing the accelerator pedal, preventing sudden acceleration of the vehicle and the occurrence of accidents.

[0008] Moreover, it is a further object of the present invention to improve vehicle safety by providing a control method for preventing sudden acceleration of the vehicle and the occurrence of accidents by controlling the vehicle when an erroneous operation of the accelerator pedal occurs.

[0009] To achieve the objects, the invention provides a kickdown switch for an accelerator pedal according to claim 1, a kickdown switch for an accelerator pedal according to claim 3, and a method for controlling a misoperation of an accelerator pedal by means of a kickdown switch according to claim 8. Further embodiments are defined in the subclaims.

[0010] The present invention provides a kickdown switch for an accelerator pedal having an improved structure that clearly notifies a driver of a misoperation condition when the driver mistakenly presses the accelerator pedal instead of pressing the brake pedal when braking is required. Furthermore, the kickdown switch with the improved structure allows the driver to clearly recognize the misoperation condition of the accelerator pedal. Accordingly, the driver can quickly stop the misoperation of the accelerator pedal and sudden acceleration of the vehicle, thereby preventing the occurrence of accidents.

[0011] Furthermore, the present invention can prevent sudden acceleration of the vehicle and the occurrence of accidents by safely controlling the vehicle when misoperation of the accelerator pedal occurs. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The above and other objects, features, and other advantages of the present invention / disclosure will become more apparent from the following detailed description taken in conjunction with the attached drawings. Fig. 1 and Fig. 2 side views of an accelerator pedal, wherein a kickdown switch according to an exemplary embodiment of the present invention / disclosure is provided in a pedal housing and a rotary part, respectively, Fig. 3 is a view showing a kickdown switch according to an exemplary embodiment of the present invention / disclosure, wherein a lever is in contact with a first friction surface before the kickdown switch is actuated, Fig. 4 a view showing where the lever is in contact with a second friction surface after the kickdown switch is in Fig. 3 was pressed, Fig. 5 is a graph illustrating pedal force versus pedal stroke for the kickdown switch according to the exemplary embodiment of the Fig. 3 and the Fig. 4 shows, Fig. 6 is a view showing a kickdown switch according to another exemplary embodiment of the present invention / disclosure, wherein a second friction surface is formed with a wave shape, Fig. 7 is a graph illustrating pedal force versus pedal stroke for the kickdown switch according to the exemplary embodiment of the Fig. 6 shows, and Fig. 8 to Fig. 10 is a block diagram, a graph, and a flowchart used to explain a method for controlling misoperation of an accelerator pedal by means of a kickdown switch according to the present disclosure / invention, the graph showing the output voltage of an accelerator pedal position sensor APS versus the pedal stroke. DETAILED DESCRIPTION

[0013] Hereinafter, a kickdown switch for an accelerator pedal and a method for controlling misoperation of an accelerator pedal using the kickdown switch according to a preferred embodiment of the present invention / disclosure will be described with reference to the attached drawings.

[0014] A control device (control unit) according to an exemplary embodiment of the present disclosure / invention can be used by means of a non-volatile memory (not shown) configured to store an algorithm configured to control operations of various configuration elements of a vehicle or data related to software instructions that execute the algorithm, and by means of a processor (not shown) configured to perform operations described below using data stored in the corresponding memory. Here, the memory and the processor can be used in a separate chip. Alternatively, the memory and the processor can be used by integrating them into a single chip. The processor can take the form of one or more processors.

[0015] An exemplary embodiment of the present invention / disclosure provides a configuration that informs a driver of a misoperation of an accelerator pedal by means of a kickdown switch provided in the accelerator pedal when the driver mistakenly operates the accelerator pedal instead of the brake pedal when braking is required.

[0016] Accelerator pedals of vehicles include, according to a mounting structure, a hanging type mounted in a dashboard by hanging, and a standing type mounted on a floor plate.

[0017] In the case of a hanging type accelerator pedal, a pedal housing is fixedly mounted on a dashboard constituting a vehicle body, and in the case of a standing type accelerator pedal, a pedal housing is fixedly mounted on a floor plate constituting a vehicle body.

[0018] An exemplary embodiment of the present invention / disclosure is described using a standing type accelerator pedal.

[0019] In the case of a standing type accelerator pedal, a pedal housing 1 is fixedly mounted on a floor plate constituting a vehicle body, and a rotary member 2, which rotates relative to the pedal housing 1 by the driver's operation, is connected to the pedal housing 1.

[0020] In the case of a hanging type accelerator pedal, a rotary member becomes a pedal arm, and in the case of a standing type accelerator pedal, a rotary member 2 becomes a pedal pad.

[0021] A kickdown switch 3 according to the present invention / disclosure can, as in Fig. 1, be firmly mounted on the pedal housing 1. Here, the kickdown switch 3 is actuated by contact with the rotating part 2 when a driver steps on the rotating part 2 and actuates it.

[0022] In another example, the kickdown switch 3 may be permanently installed on the rotating part 2, as in Fig. 2. Here, the kickdown switch 3 is activated by contact with the pedal housing 1 when the driver steps on the rotating part 2 and activates it.

[0023] An exemplary embodiment of the present invention / disclosure will be described using a configuration in which the kickdown switch 3 is mounted on the pedal housing 1 as a basic configuration.

[0024] The kickdown switch 3 has a switch housing 100, an actuating rod 200, a lever 300 and a spring 400.

[0025] The switch housing 100 is formed in a box shape with an empty space 110 therein, with a friction surface 120 formed in an inner surface on a first side thereof, and with an opening 130 formed on a second side thereof for exposure to the outside.

[0026] The operating rod 200 is positioned at the opening 130 of the switch housing 100, is rotatably connected to the switch housing 100 via a pivot axis 210 at a first end thereof, is formed with a pivot projection 220 at a second end thereof, and is formed with a projection portion 230 between the first and second ends, which projects out of the switch housing 100 through the opening 130.

[0027] The projection part 230 of the operating rod 200 becomes a part in contact with the rotating part 2.

[0028] The lever 300 is formed at a first end thereof with an annular lever recess 310 to be rotatably connected to the hinge projection 220 of the actuating rod 200, and is formed to extend in a load input direction F1 at a second end thereof toward the friction surface 120.

[0029] The lever 300 is formed at a second end thereof with an outwardly projecting lever projection 320, and the lever projection 320 is mounted to be in contact with the friction surface 120 of the switch housing 100.

[0030] The spring 400 is a compression coil spring arranged to extend in a longitudinal direction of the operating rod 200 and mounted such that both ends thereof are inserted into spring projections 140 and 330 formed in the switch housing 100 and the lever 300, respectively.

[0031] The spring 400 accumulates spring force by being compressed when the lever 300 moves from an initial state of Fig. 3 when the driver steps on the rotating part 2 and operates it, as shown in Fig. 4, and functions to move the lever 300 and the actuating rod 200 to an initial position as shown in Fig. 3, being rotated by spring force when the shape of the spring 400 is restored when the driver removes force applied to the rotating part 2.

[0032] The friction surface 120 of the switch housing 100 is a surface where the lever projection 320 of the lever 300, which rotates when the accelerator pedal is operated, is in contact therewith, and functions to generate a kickdown operation feeling by contact with the lever 300.

[0033] The friction surface 120 according to the present invention / disclosure is formed with a first friction surface 121 corresponding to a normal operation portion of the accelerator pedal and a second friction surface 122 continuously extending from the first friction surface 121 corresponding to a misoperation portion.

[0034] The first friction surface 121 may be defined as a portion where a pedal depression force of the accelerator pedal ranges from zero to a reference pedal depression force, and has a kickdown operation feeling generation point.

[0035] A point where the pedal force of the accelerator pedal is zero is a situation in which the driver does not operate the rotary part 2 of the accelerator pedal. Here, the kickdown switch 3 maintains the state of Fig. 3 upright and the lever projection 320 of the lever 300 is positioned at a starting point of the first friction surface 121.

[0036] The reference pedal force is a section where the rotating part 2 rotates for normal acceleration of the vehicle, a section of approximately 0-80% based on a pedal stroke, and a section of approximately 0-20 kgf based on the pedal force.

[0037] In a portion of the first friction surface 121 corresponding to a normal operation portion, a kickdown operation feeling generation point is included.

[0038] That is, the lever projection 320 of the lever 300 moves from the starting point of the first friction surface 121 to an end point of the first friction surface 121, and a concave recess 121a is formed at a position close to the end point of the first friction surface 121. Accordingly, a position where the concave recess 121a is formed can be defined as a kickdown operation feeling generation point.

[0039] When the lever projection 320 arrives at and is inserted into the concave recess 121a, the driver can recognize that he has arrived at the kickdown operation feeling generation point by receiving a shift feeling.

[0040] Moreover, the second friction surface 122 is a portion continuously formed to extend from the first friction surface 121 and does not include a kickdown operation feeling generating point, and may be defined as a portion after the reference pedal depression force.

[0041] When braking is required in an emergency situation, the driver presses the brake pedal with great force to perform sudden braking.

[0042] However, if the driver accidentally presses the accelerator pedal with great force, mistaking the accelerator pedal for a brake pedal when sudden braking is required, the risk of accidents due to rapid acceleration is increased. Here, the operating rod 200 and the lever 300 overrotate, as shown in Fig. 4, the lever projection 320 passes through the first friction surface 121 corresponding to a normal operation portion and comes into contact with the second friction surface 122 corresponding to a misoperation portion while the lever 300 overrotates.

[0043] As described above, when a situation occurs where the lever projection 320 is in contact with the second friction surface 122 corresponding to a misoperation portion when a misoperation of the accelerator pedal occurs where braking is required, according to an exemplary embodiment of the present invention / disclosure, a feeling informing of a misoperation portion can be transmitted to the driver, and thus the driver is informed of the misoperation, thereby reducing the risk of accidents.

[0044] The second friction surface 122 corresponding to a misoperation portion is a portion of approximately after 80% based on a pedal stroke, and a portion of approximately after 20 kgf based on a pedal treading force.

[0045] When a situation occurs where the lever 300 is in contact with the second friction surface 122 corresponding to a misoperation portion when a misoperation of the accelerator pedal occurs, a configuration is used in which operation feelings of the lever 300 are generated that are different from each other when the lever 300 is in the first friction surface 121 and the second friction surface 122 in order to inform the driver of the above situation.

[0046] As an example, as in Fig. 3 and Fig. 4, a second inclination angle A2 formed between a reference line L1 extending in a load input direction F1 when the accelerator pedal is operated and the second friction surface 122 is formed to be larger than a first inclination angle A1 formed between the reference line L1 and the first friction surface 121. When the second inclination angle A2 is formed to be larger than the first inclination angle A1 as described above, the friction with the lever 300 becomes larger when in contact with the second friction surface 122 than when in contact with the first friction surface 121. Thus, a pedaling force on the second friction surface 122 becomes larger than a pedaling force on the first friction surface 121. Accordingly, the driver can easily recognize the misoperation by providing the rapidly increasing pedaling force in the second friction surface 122.

[0047] In Fig. 5 the above situation is shown in a graph.

[0048] Fig. 5 is a graph showing accelerator pedal force versus pedal stroke, which is used to explain the operation of the kickdown switch. When the lever 300, which rotates by operating the accelerator pedal, passes the first friction surface 121 where the first inclination angle A1 is formed, the pedal force gradually increases. When the lever 300 comes into contact with the second friction surface 122 where the second inclination angle A2 is formed with a large inclination angle by passing the first friction surface 121, the pedal force increases rapidly due to the second inclination angle A2 forming an acute angle. Accordingly, the driver can easily recognize the misoperation due to the pedal force that has increased rapidly.

[0049] As another example, as in Fig. As shown in Figure 6, a first friction surface 121 may be formed in a flat surface, and a second friction surface 122 may have a wave shape 122a where protrusions and recesses are continuously formed. Accordingly, a configuration can be adopted where the operating feelings differ from each other when the lever 300 is in contact with the first friction surface 121 and the second friction surface 122.

[0050] In other words, when the lever 300, which rotates by operating the accelerator pedal, passes the first friction surface 121 formed with a first inclination angle A1 with a gradual angle, the pedal force increases as shown in the graph in the Fig. 7, gradually increases, and when the lever 300 passes through the first friction surface 121 and comes into contact with the second friction surface 122 having the waveform 122a, the pedaling force repeatedly increases and decreases within a short period of time. Accordingly, the rider can easily detect the misoperation by receiving a chattering sensation in which the pedaling force repeatedly increases and decreases.

[0051] Furthermore, the present disclosure provides logic for preventing accidents by performing vehicle control when a situation occurs in which a misoperation of the accelerator pedal occurs as described above. A method for controlling a misoperation of an accelerator pedal using a kickdown switch is described with reference to the Fig. 8 to Fig. 10 described.

[0052] A main control device 10 is configured to receive a signal (output voltage signal) indicating whether a brake pedal 21 is depressed or not through a brake switch 22 when the brake pedal 21 is depressed. Furthermore, the main control device 10 is configured to receive a signal (output voltage signal) indicating whether an accelerator pedal 31 is depressed through an APS 32 (accelerator pedal position sensor) when the accelerator pedal 31 is depressed.

[0053] Subsequently, when the accelerator pedal 31 is operated, the driver receives a misoperation feeling of the accelerator pedal by operating the kickdown switch 3. Accordingly, in the second friction surface 122, the driver receives a feeling that the pedaling force increases rapidly or, according to the waveform 122a, a feeling that the pedaling force changes.

[0054] The main control device 10 keeps the vehicle in a safe state by controlling a plurality of sub-control devices 50 provided in the vehicle by using a signal from the brake switch 22 and a signal from the accelerator pedal position sensor APS 32.

[0055] The sub-control devices 50 include a cluster 51 that transmits warning messages, an engine control unit 52 (ECU) that controls an engine speed, a transmission control unit 53 (TCU) that controls a gear shift, and a brake control unit 54 (ECS) for brake control.

[0056] Referring to the Fig.10, in a state where the vehicle is traveling in S1, the accelerator pedal 31 is operated in S2, and the main controller 10 determines whether the accelerator pedal 31 and the brake pedal 21 are operated simultaneously by using a signal from the brake switch 22 and a signal from the accelerator position sensor 32 in S3.

[0057] If the accelerator pedal 31 and the brake pedal 21 are depressed simultaneously, the main control device 10 determines in S3 that an incorrect operation of the accelerator pedal has occurred and controls braking as a priority. For this purpose, the main control device 10 performs braking in S4 by controlling the brake control device 54.

[0058] However, if only the accelerator pedal is operated in S3, a subsequent step in S5 determines whether a stroke of the accelerator pedal is in a normal operation section or in an erroneous operation section.

[0059] A pedal force generated when the lever 300, which rotates by operating the accelerator pedal, comes into contact with the second friction surface 122 is much larger than a pedal force generated when the lever 300 passes the first friction surface 121. Accordingly, a voltage V output from the accelerator pedal position sensor 32 is greatly increased when the lever 300 passes the second friction surface 122 than when the lever 300 passes the first friction surface 121.

[0060] Accordingly, the main controller 10 determines that the pedal stroke is in a normal operation section when an output voltage of a signal output by the accelerator pedal position sensor 32, which is output when the accelerator pedal is operated, is less than or equal to a reference voltage, and determines that the pedal stroke is in an erroneous operation section when the voltage of the signal exceeds the reference voltage.

[0061] If the pedal stroke is in a normal operation period in S5, the vehicle is controlled in S6 such that the vehicle acceleration is performed normally under a condition corresponding to an output signal value of the accelerator pedal position sensor 32. If the pedal stroke is in a misoperation period in S7, it is determined in S8 whether a misoperation duration exceeds a reference time.

[0062] If the misoperation duration is less than or equal to the reference time in S8, this can be determined as a situation where the driver has recognized the misoperation situation by receiving a feeling from the mechanical structure of the kickdown switch 3 and has released their foot from the accelerator pedal. Here, in S6, the main controller 10 controls normal vehicle acceleration under a condition corresponding to an output signal value of the accelerator pedal position sensor.

[0063] However, when the misoperation time exceeds the reference time in S8, the main controller 10 controls the vehicle to maintain a safe state by controlling the plurality of sub-controllers 50 in S9.

[0064] In other words, the plurality of sub-control devices includes: a cluster 51 that transmits warning messages, an engine control unit 52 (ECU) that controls an engine speed, a transmission control unit 53 (TCU) that controls a gear shift, and a brake control unit 54 (ESC) for brake control, and when it is determined that the misoperation duration exceeds the reference time, the main control unit 10 controls such that, by controlling all of the plurality of sub-control devices 50 at the same time, the vehicle is turned off.

[0065] As described above, according to the exemplary embodiments of the present invention / disclosure, the driver can be more accurately informed of a misoperation condition by means of a kickdown switch 3 with an improved structure when braking is required but the driver mistakenly considers the accelerator pedal as the brake pedal. Accordingly, the driver can quickly stop the misoperation of the accelerator pedal and the sudden acceleration of the vehicle, thereby preventing the occurrence of accidents.

[0066] Furthermore, according to exemplary embodiments of the present invention / disclosure, sudden acceleration of the vehicle and occurrence of accidents can be prevented by safely controlling the vehicle when misoperation of an accelerator pedal occurs.

Claims

[1] A kickdown switch (3) for an accelerator pedal (31), the kickdown switch (3) comprising: a friction surface (120) through which a kickdown actuation feeling is generated by contact with a lever (300) which rotates when the accelerator pedal (31) is actuated, wherein the friction surface (120) comprises: a first friction surface (121) corresponding to a normal operation portion of the accelerator pedal (31), and a second friction surface (122) corresponding to a misoperation portion of the accelerator pedal (31), wherein the first friction surface (121) is a portion where a pedal force of the accelerator pedal (31) ranges from zero to a reference pedal force and has a kickdown feeling generating point, and the second friction surface (122) is a portion extending from the first friction surface (121) and not having the kickdown feeling generating point, and wherein the first (121) and the second friction surface (122) are configured such that a first inclination angle (A1) between the first friction surface (121) and a reference line (L1) extending in a load input direction (F1) when the accelerator pedal (31) is operated is smaller than a second inclination angle (A2) between the second friction surface (122) and the reference line (L1), and the pedal force on the second friction surface (122) is greater than the pedal force on the first friction surface (121) because the second angle of inclination (A2) is greater than the first angle of inclination (A1). [2] The kickdown switch (3) according to claim 1, wherein the first friction surface (121) has a flat surface and the second friction surface (122) has a wave surface (122a) where projections and recesses are continuously formed, so that the first friction surface (121) and the second friction surface (122) produce operation feelings different from each other by contact with the lever (300). [3] A kickdown switch (3) for an accelerator pedal (31), the kickdown switch (3) comprising: a friction surface (120) through which a kickdown actuation feeling is generated by contact with a lever (300) which rotates when the accelerator pedal (31) is actuated, wherein the friction surface (120) comprises: a first friction surface (121) corresponding to a normal operation portion of the accelerator pedal (31), and a second friction surface (122) corresponding to a misoperation portion of the accelerator pedal (31), wherein the first friction surface (121) is a portion where a pedal force of the accelerator pedal (31) ranges from zero to a reference pedal force and has a kickdown feeling generating point, and the second friction surface (122) is a portion extending from the first friction surface (121) and not having the kickdown feeling generating point, and wherein the first friction surface (121) has a flat surface and the second friction surface (122) has a wave surface (122a) where projections and recesses are continuously formed, so that the first friction surface (121) and the second friction surface (122) produce operating feelings different from each other by contact with the lever (300). [4] The kickdown switch (3) according to any one of claims 1 to 3, wherein the first friction surface (121) and the second friction surface (122) are configured to produce operating feelings different from each other by contact with the lever (300). [5] Kickdown switch (3) according to any one of claims 1-4, further comprising: a box-shaped switch housing (100) having a first side where the friction surface (120) is arranged on an inner surface thereof, and having a second side having an opening (130) exposed to an outside of the switch housing (100), and an actuating rod (200) arranged in the opening (130) and having a first end which is rotatably connected to the switch housing (100) in an articulated manner, so that a part of the actuating rod (200) is exposed through the opening (130) to the outside of the switch housing (100), wherein the lever (300) has a first end which is rotatably connected in an articulated manner to a second end of the actuating rod (200), extends from the accelerator pedal (31) in the / a load input direction (F1) and has a second end in contact with the friction surface (120), and wherein a spring (400) is arranged in a longitudinal direction of the actuating rod (200) and has a first end and a second end which are connected in a respective arranged manner to the switch housing (100) and the lever (300). [6] Kickdown switch (3) according to any one of claims 1-5, wherein the accelerator pedal (31) comprises: a pedal housing (1) fixedly mounted in a vehicle body, and a rotating part (2) which is a pedal arm or a pedal pad which rotates relative to the pedal housing (1) by an operation by the driver, wherein the switch housing (100) is fixedly mounted on the pedal housing (1), and wherein the kickdown switch (3) is actuated when the rotary member (2) rotates, and a part of the actuating rod (200) projecting outwardly from the switch housing (100) is in contact with the rotary member (2). [7] The kickdown switch (3) according to any one of claims 1-5, wherein the accelerator pedal (31) comprises: a pedal housing (1) fixedly mounted in a vehicle body, and a rotating part (2) which is a pedal arm or a pedal pad which rotates relative to the pedal housing (1) by an operation by the driver, wherein the switch housing (100) is fixedly mounted on the rotating part (2), and wherein the kickdown switch (3) is actuated when the rotary part (2) rotates and a part of the actuating rod (200) projecting outwardly from the switch housing (100) is in contact with the pedal housing (1). [8] A method for controlling a misoperation of an accelerator pedal (31) by means of a kickdown switch (3), the kickdown switch (3) comprising: a friction surface (120) through which a kickdown actuation feeling is generated by contact with a lever (300) which rotates when the accelerator pedal (31) is actuated, wherein the friction surface (120) comprises: a first friction surface (121) corresponding to a normal operation portion of the accelerator pedal (31), and a second friction surface (122) corresponding to a misoperation portion of the accelerator pedal (31), wherein the first friction surface (121) is a portion where a pedal force of the accelerator pedal (31) ranges from zero to a reference pedal force and has a kickdown feeling generation point, and the second friction surface (122) is a portion extending from the first friction surface (121) and does not have the kickdown feeling generation point, wherein the method controls a misoperation of the accelerator pedal (31) by means of the kickdown switch (3), the method comprising the following steps: Determining whether a pedal stroke is in the normal operation section or in the misoperation section (S5) by means of a signal output from an accelerator pedal position sensor (32) when the accelerator pedal (31) is operated while a vehicle is in a driving state (S1), when it is determined that the pedal stroke is in the misoperation section (S7), determining whether a misoperation period has exceeded a set reference time or not (S8), and, when it is determined that the misoperation duration has exceeded the set reference time, maintaining the vehicle in a safe state by means of a main control device (10) by controlling a plurality of sub-control devices (50) (S9). [9] The method according to claim 8, further comprising: before the step of determining whether a pedal stroke is in a normal operation section or in an erroneous operation section (S5, S7), determining whether the accelerator pedal (31) and a brake pedal are operated simultaneously (S3) by means of a signal of the accelerator pedal position sensor (32) and a signal of a brake switch (22) when the accelerator pedal (31) is operated while the vehicle is in a running state (S1), wherein, when only the accelerator pedal (31) is operated, the step of determining whether a pedal stroke is in a normal operation section or in a misoperation section is performed (S5, S7), and, when the accelerator pedal (31) and the brake pedal are operated simultaneously, a braking control for the vehicle is performed by determining that an erroneous operation of the accelerator pedal (31) has occurred (S4). [10] A method according to claim 8 or 9, wherein in the step of determining whether a pedal stroke is in a normal operation section or in a misoperation section (S5, S7), if a voltage of a signal output from the accelerator pedal position sensor (32) when the accelerator pedal (31) is less than or equal to a reference voltage, it is determined that the pedal stroke is in the normal operation section, and, If the voltage of the signal exceeds the reference voltage, it is determined that the pedal stroke is in the misoperation section (S7). [11] A method according to any one of claims 8-10, wherein, when it is determined that the pedal stroke is in the normal operation section (S5), the vehicle acceleration is controlled to be normally performed under a condition corresponding to an output signal value of the accelerator pedal position sensor (32) (S6). [12] A method according to any one of claims 8-11, wherein, when it is determined that the misoperation duration is less than or equal to the reference time, the vehicle acceleration is controlled to be normally performed under a condition corresponding to an output signal value of the accelerator pedal position sensor (S6). [13] A method according to any one of claims 8-12, wherein the plurality of sub-control devices (50) comprises: a cluster (51) which transmits warning messages, an engine control unit (ECU) which controls an engine speed, a transmission control unit (TCU) which controls a gear shift, and a brake control device (ECS) for brake control, and, when it is determined that the misoperation duration exceeds the reference time, the main control device (10) controls the plurality of sub-control devices (50) simultaneously so that the vehicle is turned off.

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