Stepping error control mechanism

Abstract

To provide a stepping error control mechanism which can be retrofitted to a vehicle, and which does not hinder a normal driving.SOLUTION: A stepping error control mechanism M includes: a trigger mechanism 2 which is fitted to an accelerator pedal 21, and which does not pull coupling means 3 if a depression amount of the accelerator pedal 21 is not more than a prescribed allowable depression amount, but pulls the coupling means 3 if a depression amount of the accelerator pedal exceeds the allowable depression amount; a warning device 4 for warning the driver, when a depression amount of the accelerator pedal 21 exceeds the allowable depression amount so that the coupling means 3 is pulled; and a valve opening / closing mechanism 5 which is connected to an accelerator wire 81 linked to the accelerator pedal 21, and which opens a throttle valve 53 in accordance with a tensile amount if a tensile amount of the accelerator wire 81 is not more than a prescribed allowable tensile amount, but closes the throttle valve 53 if a tensile amount of the accelerator wire exceeds the allowable tensile amount.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a mechanism for preventing the misapplication of accelerator and brake pedals in an automobile. [Background technology]

[0002] In recent years, accidents caused by mistaking the accelerator pedal for the brake pedal have become a social problem. To address this issue, various technologies have been developed. For example, a device that detects the accelerator pedal depression speed and automatically disables the vehicle when the accelerator pedal exceeds a certain speed is known.

[0003] There are also devices that turn the accelerator pedal into an accelerator lever, which can be operated with the side of the foot. This device can be retrofitted to a completed vehicle, but because the accelerator structure varies depending on the model and year, it is not easy to install, and in some cases it may not be possible to install it on some models.

[0004] To solve this problem, for example, the accelerator pedal misapplication prevention device disclosed in Patent Document 1 covers most or part of the accelerator pedal with a high-strength member, making it difficult to press the accelerator pedal and preventing the accelerator pedal from being misapplication. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2023-3469 Summary of the Invention [Problem to be solved by the invention]

[0006] However, conventional automatic control based on sensor detection is difficult to retrofit to vehicles. On the other hand, conventional methods including that described in Patent Document 1 can be retrofitted to vehicles, but they make it difficult to depress the accelerator pedal, which interferes with normal driving and may lead to accidents.

[0007] Therefore, an object of the present invention is to provide a pedal misapplication prevention mechanism that can be retrofitted to a vehicle and does not interfere with normal driving. [Means for solving the problem]

[0008] In order to achieve the above-mentioned object, the mis-pedaling control mechanism of the present invention is characterized by comprising: a trigger mechanism attached to the accelerator pedal and configured not to pull the connecting means when the depression amount of the accelerator pedal is equal to or less than a predetermined allowable depression amount, but to pull the connecting means when the depression amount exceeds the allowable depression amount; a warning device configured to warn the driver when the depression amount of the accelerator pedal exceeds the allowable depression amount and the connecting means is pulled; and a valve opening and closing mechanism connected to an accelerator wire linked to the accelerator pedal and configured to open a throttle valve in accordance with the pulling amount when the pulling amount of the accelerator wire is equal to or less than a predetermined allowable pulling amount, and close the throttle valve when the pulling amount exceeds the allowable pulling amount. [Effects of the Invention]

[0009] In this way, the pedal misapplication control mechanism of the present invention is characterized by comprising: a trigger mechanism attached to the accelerator pedal that does not pull the connecting means when the accelerator pedal depression amount is below a predetermined allowable depression amount, but pulls the connecting means when the accelerator pedal depression amount exceeds the allowable depression amount; a warning device that warns the driver when the accelerator pedal depression amount exceeds the allowable depression amount and the connecting means is pulled; and a valve opening / closing mechanism connected to the accelerator wire linked to the accelerator pedal that opens the throttle valve in accordance with the pull amount of the accelerator wire when the pull amount is below a predetermined allowable pull amount, and closes the throttle valve when the pull amount exceeds the allowable pull amount. With this configuration, the pedal misapplication control mechanism can be retrofitted to a vehicle without interfering with normal driving. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is an overall configuration diagram of a pedal misapplication control mechanism according to an embodiment. [Figure 2] FIG. [Figure 3] FIG. 4 is an explanatory diagram of a valve opening and closing mechanism. [Figure 4] FIG. [Figure 5] 10 is a table illustrating the operation of the misstep control mechanism. [Figure 6] This is an explanatory diagram of the idling state. (a) shows the trigger mechanism, and (b) shows the valve opening and closing mechanism. [Figure 7] This is an explanatory diagram of the idle to full throttle operation. (a) shows the trigger mechanism, and (b) shows the valve opening and closing mechanism. [Figure 8] An explanatory diagram of the fully open state. (a) shows the trigger mechanism, and (b) shows the valve opening and closing mechanism. [Figure 9] This is an explanatory diagram of the alarm ON state. (a) is the trigger mechanism, (b) is the valve opening / closing mechanism, and (c) is the brake device. [Figure 10] This is an explanatory diagram of the start of braking operation. (a) is the trigger mechanism, (b) is the valve opening / closing mechanism, and (c) is the brake device. [Figure 11] An explanatory diagram of the state when the foot is released. (a) shows the trigger mechanism, and (b) shows the valve opening and closing mechanism. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the components described in the following examples are merely examples and are not intended to limit the technical scope of the present invention. [Example]

[0012] (composition) First, the overall configuration of the pedal misapplication control mechanism M of this embodiment will be described using Figures 1 to 4. As shown in Figure 1, the pedal misapplication control mechanism M of this embodiment includes a trigger mechanism 2 attached to accelerator pedal 21, configured not to pull connecting means 3 when the depression amount of accelerator pedal 21 is equal to or less than a predetermined allowable depression amount, but to pull connecting means 3 when the depression amount exceeds the allowable depression amount, a warning device 4 (41) configured to warn the driver when the depression amount of accelerator pedal 21 exceeds the allowable depression amount and the connecting means 3 is pulled, and a valve opening / closing mechanism 5 connected to accelerator wire 81 linked to accelerator pedal 21, configured to open throttle valve 53 in accordance with the pulling amount when the pulling amount of accelerator wire 81 is equal to or less than a predetermined allowable pulling amount, and close throttle valve 53 when the pulling amount exceeds the allowable pulling amount.

[0013] Furthermore, the mis-pedaling control mechanism M of this embodiment is further equipped with a brake device 6 that is connected to the connecting means 3 and is configured not to operate when the depression amount of the accelerator pedal 21 is equal to or less than a limit depression amount greater than the allowable depression amount, but to operate when the depression amount exceeds the limit depression amount.

[0014] The connecting means 3 basically connects the accelerator pedal 21 and the brake device 6 to link them together. In other words, the connecting means 3 exists to forcibly activate the brake device 6 when the driver accidentally steps on the accelerator pedal. In addition, as will be described later, the connecting means 3 is also connected to a warning device 4 that warns the driver when the driver accidentally steps on the accelerator pedal. The connecting means 3 of this embodiment is designed to control the operation of the machine when the driver accidentally steps on the accelerator pedal using only mechanical elements, without using any electrical control means.

[0015] That is, trigger mechanism 2, which can be retrofitted to accelerator pedal 21, is configured so that when the depression amount of accelerator pedal 21 is equal to or less than a predetermined allowable depression amount, it does not pull connecting means 3, but when the depression amount exceeds the allowable depression amount, it pulls connecting means 3. Specifically, trigger mechanism 2 is mainly composed of arm 22 that holds accelerator pedal 21, and connecting means 3 that has elongated hole 31 through which arm 22 is inserted and links 32 to 36.

[0016] The elongated hole 31 has an internal height such that the arm 22 is located at the starting point 31a (top) when the vehicle is idling and at the end point 31b (bottom) when the accelerator is fully opened. In other words, normal driving is possible without any load being applied to the accelerator pedal 21 until the accelerator is fully opened.

[0017] The warning device 4 is mainly composed of a buzzer switch 41 and a stop lamp switch 42. Therefore, when the connecting means 3 moves toward the brake device 6, the buzzer switch 41 and the stop lamp switch 42 turn on, activating the buzzer (warning sound) and the stop lamp (stop light, warning light), respectively.

[0018] The valve opening / closing mechanism 5 is composed of a first link 51 connected to the accelerator wire 81 and a second link 52 connected to the throttle valve 53 and meshing with the first link 51. The first link 51 is configured in an (inverted) L-shape and is rotatably supported on a rotary shaft near the bend of the (inverted) L-shape. Similarly, the second link 52 is configured in an L-shape and rotatably supported on a rotary shaft near the bend of the L-shape. A return mechanism 55 incorporating a return spring 55a is attached to the tip of the first link 51 so that it returns to the state shown in FIG. 3.

[0019] As will be described later, when the amount of tension in accelerator wire 81 is less than the allowable amount, the two are engaged, and when first link 51 rotates, the tip of first link 51 pushes second link 52, causing second link 52 to also rotate. When second link 52 rotates, throttle valve 53 connected to it opens in accordance with the amount of rotation.

[0020] On the other hand, when the amount of tension in accelerator wire 81 reaches the allowable amount of tension, first link 51 and second link 52 are disengaged from each other. That is, as first link 51 and second link 52 rotate, the tip of first link 51 moves away from second link 52, and the meshing between them is released. When this happens, first link 51 remains in the position pulled by accelerator wire 81, but second link 52 is urged by the return spring of throttle valve 53 and returns to the stopper 54 position.

[0021] The brake device 6 is a special brake provided in addition to the normal brake, and is connected to the aforementioned connecting means 3. That is, as will be described later, it is configured to brake the vehicle in an emergency in the event of an accidental pedal press. Because the brake device 6 is connected to the connecting means 3, it is configured not to operate when the depression amount of the accelerator pedal 21 is equal to or less than a limit depression amount that is greater than the allowable depression amount, but to operate when the depression amount exceeds the limit depression amount. Note that in order to install the additional brake device 6, it is necessary to ensure installation space. The hydraulic piping that supplies the brake device 6 is connected to the brake piping on the vehicle side.

[0022] In the misapplication control mechanism M of this embodiment, the allowable depression amount when the warning device 4 is activated is adjusted to approximately match the accelerator pedal depression amount when the allowable tension is reached and the meshing between the first link 51 and the second link 52 is released. As a result, when a misapplication occurs and the warning device 4 is activated, the throttle valve 53 is closed and the engine speed decreases, so that the driver can be alerted to the unexpected decrease in engine speed.

[0023] (action) Next, the operation of the misstep control mechanism M of this embodiment will be described with reference to the table of FIG. 5 and FIGS.

[0024] - At idle (Fig. 6) The accelerator pedal 21 is in the idle position, and the arm 22 is located at the start end 31a of the elongated hole 31. The first link 51 and the second link 52 of the valve opening / closing mechanism 5 are not in contact with each other. The second link 52 is in contact with the stopper 54, and the throttle valve 53 is biased by the return spring to be closed, with no air being supplied.

[0025] Idle to full throttle (Figure 7) The accelerator pedal 21 is depressed and moving, and the arm 22 is positioned midway between the start end 31a and the end end 31b of the elongated hole 31. The first link 51 and the second link 52 of the valve opening / closing mechanism 5 are in contact. The second link 52 is separated from the stopper 54, and the throttle valve 53 is open, allowing air to be supplied.

[0026] - Full throttle (Figure 8) The accelerator pedal 21 is depressed and moving, and the arm 22 is positioned at the end 31b of the elongated hole 31. The first link 51 and second link 52 of the valve opening / closing mechanism 5 are in contact, but if they rotate any further, they will be released. The second link 52 is separated from the stopper 54, and the throttle valve 53 is fully open, allowing air to be supplied.

[0027] When the alarm is ON (Figure 9) The accelerator pedal 21 is depressed and moving, and the arm 22 is positioned at the end 31b of the elongated hole 31. The first link 51 and second link 52 of the valve opening / closing mechanism 5 are in contact, but if they rotate any further, they will be released. The second link 52 is separated from the stopper 54, and the throttle valve 53 is fully open, allowing air to be supplied.

[0028] This state occurs when the accelerator is pressed slightly beyond the fully opened position shown in Figure 8. In this state, the link 61 of the braking device 6 is rotating, and although the braking device 6 does not operate, the buzzer switch 41 of the warning device 4 is activated to warn the driver.

[0029] When braking begins (Figure 10) The accelerator pedal 21 is depressed and moved, and the arm 22 is positioned at the end 31b of the elongated hole 31. The first link 51 and the second link 52 of the valve opening / closing mechanism 5 are released from contact. The second link 52 abuts against the stopper 54, and the throttle valve 53 is closed, preventing air from being supplied.

[0030] When the accelerator pedal is pressed slightly beyond the fully open position shown in Figure 8, a clicking sensation is felt, and this state is reached. In this state, the link 61 of the braking device 6 rotates, and the braking device 6 is activated, and the buzzer switch 41 of the warning device 4 is activated to warn the driver. At the same time, the stop lamp switch 42 is activated, and the stop lamp is turned on.

[0031] Feet apart (Figure 11) As in idling, the accelerator pedal 21 is in the idle position, and the arm 22 is located at the start end 31a of the elongated hole 31. The tip of the first link 51 is rotated by the return mechanism 55 (equipped with a return spring 55a), so that the first link 51 can rotate counterclockwise while in contact with the second link 52. In this state, the first link 51 and the second link 52 are not in contact with each other. The second link 52 is in contact with the stopper 54, the throttle valve 53 is closed, and no air is supplied.

[0032] (effect) Next, the effects achieved by the misstep prevention mechanism M of this embodiment will be listed and explained.

[0033] (1) As described above, the misapplication control mechanism M of this embodiment includes the trigger mechanism 2 attached to the accelerator pedal 21 and configured not to pull the connecting means 3 when the depression amount of the accelerator pedal 21 is equal to or less than a predetermined allowable depression amount, but to pull the connecting means 3 when the depression amount exceeds the allowable depression amount, the warning device 4 configured to warn the driver when the depression amount of the accelerator pedal 21 exceeds the allowable depression amount and the connecting means 3 is pulled, and the valve opening / closing mechanism 5 connected to the accelerator wire 81 linked to the accelerator pedal 21 and configured to open the throttle valve 53 in accordance with the pulling amount of the accelerator wire 81 when the pulling amount is equal to or less than a predetermined allowable pulling amount, and close the throttle valve 53 when the pulling amount exceeds the allowable pulling amount. With this configuration, the misapplication control mechanism M can be retrofitted to a vehicle and does not interfere with normal driving.

[0034] This invention is a device to reduce accidents caused by accidentally stepping on the accelerator instead of the brake. Currently, digital devices using cameras and other devices are being developed, but this invention is an analog device that stops the vehicle at the driver's will even if the driver accidentally steps on the accelerator instead of the brake.

[0035] The specific operation is as follows: 1) Normal driving and mis-pedal driving are the same, and the condition is normal up to 100% of accelerator pedal 21 depression. 2) If you press the pedal further, the warning buzzer (41) will sound first. 3) If you press the pedal further, you will feel a slight weight on pedal 21, and then the engine will idle (to ensure power steering, air conditioning, etc.). 4) If the pedal is pressed further, a separate brake device (6) is activated. This configuration can reduce accidents that may occur when a driver presses the accelerator pedal hard, thinking that they are pressing the brakes. Also, if the driver releases the accelerator pedal 21 when the alarm sounds and then presses it again, normal driving resumes.

[0036] (2) In addition, the vehicle is further provided with a brake device 6 that is connected to the connecting means 3 and is configured not to operate when the depression amount of the accelerator pedal 21 is equal to or less than the limit depression amount, which is greater than the allowable depression amount, but to operate when the depression amount exceeds the limit depression amount. Therefore, if the accelerator is continued to be depressed after the warning is issued, the engine speed will decrease and the vehicle will be further braked by the brake device 6.

[0037] (3) Furthermore, since the amount of tension of the accelerator wire 81 is adjusted to the allowable amount when the depression amount of the accelerator pedal 21 reaches the allowable amount, a decrease in engine speed and a warning are issued almost simultaneously, allowing the driver to notice that he or she has pressed the wrong pedal.

[0038] (4) The trigger mechanism 2 is composed of the arm 22 that holds the accelerator pedal 21 and the connecting means 3 having the elongated hole 31 through which the arm 22 is inserted, and the terminal position 31b of the elongated hole 31 corresponds to the allowable depression amount, so that the mechanical structure can easily realize operation when the allowable depression amount is reached. That is, by inserting the arm 21 through the elongated hole 31, normal operation is performed until the arm 21 reaches the terminal end 31b, and when the arm 21 reaches the terminal end 31b, the links 32-35 are activated.

[0039] (5) Furthermore, the valve opening / closing mechanism 5 is composed of a first link 51 connected to the accelerator wire 81 and a second link 52 connected to the throttle valve 53 and meshing with the first link 51. When the amount of tension in the accelerator wire 81 reaches the allowable amount of tension, the meshing between the first link 51 and the second link 52 is released, so that the mechanical structure can easily realize the release operation when the allowable amount of tension is reached. In other words, the second link 52 returns to the position of the stopper 54, and the throttle valve 53 is closed.

[0040] (6) Furthermore, either the first link 51 or the second link 52 has a return mechanism 55 that rotates the other link when the pulling amount of the accelerator wire 81 is equal to or less than the allowable pulling amount, and returns to the idling state without rotating the other link when the pulling amount exceeds the allowable pulling amount. That is, in this embodiment, the tip of the first link 51 rotates, allowing the engine to return to the idling state while avoiding the tip of the second link 52.

[0041] (7) Furthermore, when the brake device 6 is activated, the stop lamps are turned on at the same time, so that it is possible to inform those around the vehicle that the brake device 6 is activated and braking is occurring.

[0042] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes that do not deviate from the gist of the present invention are included in the present invention.

[0043] For example, in the embodiment, an example has been described in which links 32-36 are used as the connecting means 3, but the present invention is not limited to this, and it is of course possible to use a wire as the connecting means 3. Furthermore, although not specifically described in the embodiment, it is preferable that the arm 22 that holds the accelerator pedal 21 is reinforced. [Explanation of symbols]

[0044] M: Misstep control mechanism 2: Trigger mechanism 21: Accelerator pedal 22: Arm 3: Connection means 31: Long hole 31a:Starting end 31b: Termination 32-36: Link 4:Warning device 41: Buzzer switch 42: Stop lamp switch 5: Valve opening and closing mechanism 51: First link 52: Second link 53: Throttle valve 54: Stopper 55: Return mechanism 55a: Return spring 6: Brake device 60: Main unit 61: Link 81: Accelerator wire 82: Valve wire

Claims

1. a trigger mechanism attached to the accelerator pedal, configured not to pull the connecting means when the depression amount of the accelerator pedal is equal to or less than a predetermined allowable depression amount, and configured to pull the connecting means when the depression amount of the accelerator pedal exceeds the allowable depression amount; a warning device configured to warn a driver when the depression amount of the accelerator pedal exceeds the allowable depression amount and the connecting means is pulled; a valve opening / closing mechanism connected to an accelerator wire linked to an accelerator pedal, the valve opening / closing mechanism configured to open a throttle valve in accordance with the amount of tension of the accelerator wire when the amount of tension of the accelerator wire is equal to or less than a predetermined allowable amount, and to close the throttle valve when the amount of tension exceeds the allowable amount; Equipped with a mis-pedal control mechanism.

2. 2. The misapplication control mechanism according to claim 1, further comprising a brake device connected to the connecting means, the brake device being configured not to operate when the depression amount of the accelerator pedal is equal to or less than a limit depression amount greater than the allowable depression amount, and to operate when the depression amount exceeds the limit depression amount.

3. 3. The misstep control mechanism according to claim 1, wherein the tension of the accelerator wire is adjusted to the permissible tension when the depression amount of the accelerator pedal reaches the permissible depression amount.

4. 4. The mis-depression control mechanism according to claim 3, wherein the trigger mechanism is composed of an arm that holds the accelerator pedal and the connecting means having an elongated hole through which the arm is inserted, and the terminal position of the elongated hole is a position corresponding to the allowable depression amount.

5. 5. The misapplication control mechanism according to claim 4, wherein the valve opening / closing mechanism comprises a first link connected to the accelerator wire and a second link connected to the throttle valve and meshing with the first link, and when the pulling amount of the accelerator wire reaches the allowable pulling amount, the meshing between the first link and the second link is released.

6. 6. The mis-pedaling control mechanism according to claim 5, wherein either the first link or the second link has a return mechanism that rotates the other link when the pulling amount of the accelerator wire is equal to or less than the allowable pulling amount, and returns to an idling state without rotating the other link when the pulling amount exceeds the allowable pulling amount.

7. 3. The misstep control mechanism according to claim 2, wherein a stop lamp is turned on simultaneously with the brake being applied.

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