Accelerator pedal misoperation correction system

Abstract

This system provides an accelerator pedal misoperation correction system that uses sound and voice to allow the driver to recognize incorrect accelerator pedal operation and take appropriate action. [Solution] The accelerator pedal malfunction elimination system (1A) includes an accelerator pedal malfunction elimination mechanism (1) that operates the accelerator pedal normally when the accelerator pedal depression angle is within the normal range and eliminates accelerator operation when it exceeds the normal range; a first sensor (SW1) that detects when the depression angle has reached the full throttle position; a second sensor (SW2) that detects when it has exceeded the full throttle position; a control unit (500); an audio signal output unit (501) that outputs a warning sound upon detection by the first sensor (SW1); and audio guidance output units (502, 503) that output voice guidance upon detection by the second sensor (SW2).

Description

Technical Field

[0001] The present invention relates to an accelerator pedal misoperation cancellation system that cancels an accelerator operation when the accelerator pedal is mistaken for the brake pedal and depressed excessively. More specifically, the present invention relates to an accelerator pedal misoperation cancellation system that enables a driver to recognize a misoperation of the accelerator pedal using sound or voice and take an appropriate action.

Background Art

[0002] Techniques for preventing accidents by allowing a driver to recognize a mistake in stepping on the brake and accelerator using sound or voice are known. For example, Patent Document 1 discloses that in an accelerator device having a return means to the origin position A that is not depressed, when depressed beyond the origin position A, after a first set time has elapsed, a driver is notified by voice that acceleration is in progress by the accelerator to recognize a mistake in stepping on the brake, and after a second set time has elapsed, a second voice generates a voice or the like that disables a warning stop system or an idling command system.

[0003] Further, Patent Document 2 discloses a technique for electrically detecting the movement of an accelerator arm a or an accelerator pedal p and notifying that an accelerator operation has started or is in progress using voice, sound, vibration, or any combination thereof, and guiding a normal braking operation to safely decelerate and stop a vehicle. Patent Document 2 also discloses a technique for electrically detecting that the depression width B of the accelerator has been continuously restricted mechanically, and notifying an incorrect accelerator operation using voice, sound, vibration, or any combination thereof, and guiding a normal braking operation to safely decelerate and stop a vehicle.

[0004] However, the technologies disclosed in Patent Documents 1 and 2 only use sound or voice to prevent accidental pedal misapplication of the brake and accelerator, and do not go so far as to ensure that the driver is properly aware of the next action to take when the pedal misapplication has already occurred. Furthermore, since pedal misapplication of the brake and accelerator can also occur when attempting to brake suddenly, conventional technologies have not adequately considered how to address such pedal misapplication during sudden braking. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2014-5821 [Patent Document 2] Japanese Patent Publication No. 2021-130422 [Overview of the project] [Problems that the invention aims to solve]

[0006] The present invention has been made in view of the above facts, and aims to provide an accelerator pedal misoperation correction system that cancels accelerator operation when the accelerator pedal is mistakenly pressed too hard instead of the brake pedal, and to enable the driver to recognize the accelerator pedal misoperation using sound and voice so that they can take appropriate action. [Means for solving the problem]

[0007] To solve the above problems, the accelerator pedal malfunction elimination system (1A) of the present invention includes: an accelerator pedal malfunction elimination mechanism (1) mounted on a vehicle in conjunction with the pressing operation of the vehicle's accelerator pedal (3a); a first sensor (SW1) attached to the accelerator pedal malfunction elimination mechanism (1) to detect when the pressing angle of the accelerator pedal (3a) reaches the full throttle position within the normal range; a second sensor (SW2) attached to the accelerator pedal malfunction elimination mechanism (1) to detect when the pressing angle of the accelerator pedal (3a) exceeds the full throttle position within the normal range; a control unit (500) to which detection signals from the first sensor (SW1) and the second sensor (SW2) are input; an audio signal output unit (501) that outputs a warning sound in response to a command from the control unit (500); and a control unit (500) that outputs a warning sound in response to a command from the control unit (500). The accelerator pedal malfunction elimination mechanism (1) includes an audio guidance output unit (502, 503) that outputs voice guidance, and the accelerator pedal malfunction elimination mechanism (1) is a mechanism that operates the accelerator pedal (3a) normally when the depression angle of the accelerator pedal (3a) is within the normal range, and eliminates accelerator operation when the depression angle of the accelerator pedal (3a) exceeds the full throttle position within the normal range, and the control unit is configured to output a warning sound from the sound output means (501) when the first sensor (SW1) detects that the depression angle of the accelerator pedal (3a) has reached the full throttle position within the normal range, and to output voice guidance from the audio guidance output unit (502, 503) when the second sensor (SW2) detects that the depression angle of the accelerator pedal (3a) has exceeded the full throttle position within the normal range.

[0008] Preferably, the voice guidance output by the voice guidance output units (502, 503) includes a message to help the driver recognize that they have mistakenly pressed the accelerator pedal instead of the brake pedal.

[0009] Preferably, the voice guidance output by the voice guidance output units (502, 503) includes a message to inform the driver that the accelerator operation has been released.

[0010] Preferably, if the accelerator pedal misoperation correction mechanism (1) only cancels the accelerator operation when the accelerator pedal depression angle exceeds the normal range, and does not link the brake operation to the depression of the accelerator pedal, the voice guidance output by the voice guidance output unit (502, 503) includes a message prompting the driver to press the brake pedal.

[0011] Preferably, when the accelerator pedal misoperation correction mechanism (1) cancels the accelerator operation when the accelerator pedal depression angle exceeds the normal range, and also links the accelerator pedal depression to brake operation, the voice guidance output by the voice guidance output unit (502, 503) includes a message that makes the driver aware that the accelerator pedal depression has been switched to brake operation.

[0012] The control unit can, while the voice guidance output unit is outputting voice guidance, continue, stop, or change the warning sound output by the sound signal output signal from the warning sound before the voice guidance was output.

[0013] The control unit can stop both the warning sound and the voice guidance when the accelerator pedal depression angle returns to the normal range. For example, the sound signal output unit (501) is a buzzer.

[0014] For example, the voice guidance output unit is a speaker (502) that plays back and outputs voice data stored in the voice data memory (503) as voice guidance based on a command from the control unit (500).

[0015] One embodiment of the accelerator pedal malfunction elimination mechanism (1) included as a constituent element of the present invention includes a housing (11, 12) attached and fixed to the vehicle body, an accelerator pedal (3a), an accelerator arm operating member (29, 3) movably attached to the housing (11, 12), an accelerator actuator operating arm (22) rotatably attached to the housing (11) and connected to an accelerator actuator (46), and an accelerator arm operating member (29, 3) provided between the accelerator arm operating member (29, 3) and the accelerator actuator operating arm (22). The accelerator is equipped with an accelerator release member (24, 26, 28), and when the depression angle of the accelerator pedal (3a) is within the normal range, the accelerator actuator operating arm (22) is held in an accelerator operation maintenance state via the accelerator release member (24, 26, 28) to enable accelerator operation, and when the depression angle of the accelerator pedal (3a) exceeds the normal range, the accelerator release member (24, 26, 28) moves the accelerator actuator operating arm (22) in the accelerator operation release direction to release the accelerator actuator (46;The accelerator operation is released by 302, 303), and the accelerator operation release member (24, 26, 28) comprises a claw lever support rotation block (24) rotatably mounted on the housing (11), a claw lever (26) rotatably mounted on the claw lever support rotation block (24) and having a first engagement portion (26a) that engages with the engagement portion (22d) of the accelerator actuator operating arm (22) to achieve a first engagement, and a claw lever locking block (28) rotatably mounted on the accelerator arm operating member (29, 3) and having an engagement portion (28a) that engages with the second engagement portion (26b) of the claw lever (26) to achieve a second engagement, and the depression angle of the accelerator pedal (3a) When within the normal range, the accelerator actuator operating arm (22) is rotated by the operation of the accelerator arm operating member (29, 3) while maintaining the first engagement, thereby operating the accelerator. When the depression angle of the accelerator pedal (3a) exceeds the normal range, the claw lever support rotation block (24) abuts against the housing (11) and stops rotating, releasing the second engagement. This causes the claw lever (26) to rotate in the release direction, rotating the accelerator actuator operating arm (22) in the accelerator operation release direction, and moving the accelerator actuator (46; 302, 303) back to eliminate the accelerator operation.

[0016] For example, the claw lever support rotation block (24) is provided with a first contact plate portion (24a), and the first sensor (SW1) is positioned to engage with the first contact plate portion (24a) of the claw lever support rotation block (24) when the depression angle of the accelerator pedal (3a) is in the full throttle position within the normal range, and the first sensor (SW1) may detect that the depression angle of the accelerator pedal (3a) is in the full throttle position within the normal range by engaging with the first contact plate portion (24a).

[0017] For example, the second sensor (SW2) may be mounted on the claw lever support rotation block (24) so ​​as to contact the engaging portion (28a) of the claw lever locking block (28) that achieves the second engagement between the second engaging portion (26b) of the claw lever (26) when the depression angle of the accelerator pedal (3a) is within the normal range. When the depression angle of the accelerator pedal (3a) exceeds the normal range, the second engagement is released, and the contact with the engaging portion (28a) is also released. This release of contact may detect that the depression angle of the accelerator pedal (3a) has further exceeded the full throttle position within the normal range.

[0018] The accelerator pedal malfunction elimination mechanism (1) in one embodiment described above further comprises a housing (11, 12) attached and fixed to the vehicle body, an accelerator pedal (3a), an accelerator arm operating member (29, 3) rotatably mounted on the housing (11, 12), an accelerator actuator operating arm (22) connected to an accelerator actuator (46) and rotatably mounted on the housing (11), an accelerator operation release member (24, 26, 28) provided between the accelerator arm operating member (29, 3) and the accelerator actuator operating arm (22), and a brake arm pressing member (35, 103b) connected directly to the accelerator arm operating member (29, 3) or via connecting members (31, 32; 102) and mounted on an existing brake arm (6) spaced apart so as to be able to move toward and away from it, and the depression angle of the accelerator pedal (3a) When the accelerator pedal (3a) is within the normal range, the accelerator actuator operating arm (22) is held in an accelerator operation maintenance state via the accelerator operation release members (24, 26, 28) to enable accelerator operation. At the same time, the brake arm pressing members (35, 103b) are brought close to the existing brake arm (6) but do not come into contact with it, and when the depression angle of the accelerator pedal (3a) exceeds the normal range, the accelerator operation release members (24, 26, 28) move the accelerator actuator operating arm (22) in the accelerator operation release direction, causing the accelerator actuator (46; 302, 303) to release the accelerator operation. Subsequently, when the accelerator pedal (3a) is depressed, the brake arm pressing members (35, 103b) come into contact with the existing brake arm (6) and rotate it to activate the brake. [Brief explanation of the drawing]

[0019] [Figure 1] This is a schematic diagram of an accelerator pedal misoperation correction system according to one embodiment of the present invention. [Figure 2] Figure 1 is a flowchart showing the processing flow of the accelerator pedal misoperation correction system. [Figure 3]It is an assembled perspective view of the driving standby state of the first embodiment of the accelerator pedal malfunction elimination mechanism provided in the accelerator pedal misoperation elimination system shown in FIG. 1. [Figure 4] The same as above, it is an enlarged perspective view of the main part in the driving standby state. [Figure 5] The same as above, it is an exploded perspective view of the main part. [Figure 6] It is a left side view of the driving standby state in FIG. 3. [Figure 7] The same as above, it is a right side view of the driving standby state. [Figure 8] It is a left side view of the state within the normal depression angle range of the accelerator of the malfunction elimination mechanism in FIG. 3. [Figure 9] The same as above, it is a right side view. <00**********> [Figure 10] It is a left side view of the state where the accelerator of the malfunction elimination mechanism in FIG. 3 is excessively depressed in the first stage and the accelerator is released. [Figure 11] The same as above, it is a right side view. [Figure 12] It is a left side view of the state where the accelerator of the malfunction elimination mechanism in FIG. 3 is excessively depressed in the second stage and the brake is actuated. [Figure 13] The same as above, it is a right side view. [Figure 14] It is a left side view of the main part of the driving standby state of the malfunction elimination mechanism in FIG. 3. [Figure 15] The same as above, it is a left side view of the state within the normal depression angle range of the accelerator of the main part. <00001**********> [Figure 16] The same as above, it is a left side view of the state where the accelerator of the main part is excessively depressed in the first stage. [Figure 17] The same as above, it is a left side view of the state where the accelerator of the main part is excessively depressed in the second stage. [Figure 18] It is an assembled perspective view of the driving standby state of the second embodiment of the accelerator pedal malfunction elimination mechanism of the present invention. [Figure 19] The same as above, it is an exploded perspective view of the main part. [Figure 20] It is a right side view of the driving standby state of the malfunction elimination mechanism in FIG. 18. [Figure 21]The same as above, this is a right side view showing the vehicle in the second stage of excessive acceleration, with the brakes applied. [Figure 22] This is an assembled perspective view of the main part of the third embodiment of the accelerator pedal malfunction elimination mechanism of the present invention in the operating standby state. [Figure 23] Figure 22 is an exploded perspective view of the main components of the malfunction correction mechanism. [Figure 24] The same as above, this is a right side view of the accelerator in the standby state. [Figure 25] The same as above, this is a right side view with the accelerator pedal fully depressed. [Figure 26] The same as above, this is a right side view showing the vehicle in the second stage of excessive acceleration, with the brakes applied. [Figure 27] This is a left side view of the main part of the fourth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention in the operating standby state. [Figure 28] The same as above, this is a right side view of the accelerator pedal in its normal depression angle range. [Figure 29] The same as above, this is a right side view of the main accelerator pedal in the first stage of excessive pressure. [Figure 30] The same as above, this is a right side view of the main accelerator pedal in the second stage of excessive pressure. [Figure 31] This is a fifth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention, and is a left side view showing the state in which the enable / disable switch for allowing excessive depressing of the accelerator pedal is switched to the enabled (switch ON) position in the driving standby state. [Figure 32] The same as above, this is a left side view showing the accelerator pedal pressed beyond the normal range of depression angle to an excessive range of depression angle. [Figure 33] The above is an assembly perspective view with the cover removed. [Figure 34] The same as above, this is a perspective view of the enable / disable switch alone. [Figure 35] The same as above, this is a left side view showing the state when the enable / disable switch is switched to disabled (switch OFF) while in standby mode. [Figure 36]The same as above, this is a left side view showing the state in which the accelerator pedal has been pressed to the limit of its normal depression angle range, and the enable / disable switch has prevented further excessive depression. [Figure 37] This is an assembly perspective view of the sixth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention in the operating standby state. [Figure 38] The same as above, exploded perspective view of the main part. [Figure 39] The same as above, this is a front view of the sixth embodiment. [Figure 40] The same as above, this is a right side view of the sixth embodiment in the operating standby state. [Figure 41] The same as above, this is a right side view with the accelerator pedal pressed down to the limit of its normal depression angle range. [Figure 42] This diagram shows the accelerator pedal malfunction elimination mechanism with a warning switch SW1 and an accelerator cancellation detection switch SW2 installed, and is a left side view of the accelerator pedal malfunction elimination mechanism when the accelerator pedal depression amount is 0° (normal operating range). [Figure 43] The same as above, this is a left side view of the accelerator pedal malfunction correction mechanism when the accelerator pedal depression amount is 0 to less than 20° (10° in the figure; normal operating range). [Figure 44] The same as above, this is a left side view of the accelerator pedal malfunction correction mechanism when the accelerator pedal is depressed to 20° (full throttle position in the normal operating range). [Figure 45] The same as above, this is a left side view of the accelerator pedal malfunction correction mechanism when the accelerator pedal depression is greater than 20° (30° in the figure; accelerator operation release region). [Modes for carrying out the invention]

[0020] <System to correct accidental operation of the accelerator pedal> The schematic configuration of the accelerator pedal misoperation correction system 1A according to one embodiment of the present invention will be explained with reference to Figure 1.

[0021] As shown in Figure 1, the accelerator pedal malfunction elimination system 1A includes an accelerator pedal malfunction elimination mechanism 1 mounted on the vehicle in conjunction with the operation of the vehicle's accelerator pedal (3a shown in Figures 3 and later, not shown in Figure 1), a warning switch SW1 and an accelerator cancellation detection switch SW2 attached to the accelerator pedal malfunction elimination mechanism 1, a control unit 500 that receives the on / off states of the warning switch SW1 and the accelerator cancellation detection switch SW2, a buzzer 501 for emitting a warning sound in response to a command from the control unit 500, a speaker 502 for playing voice guidance in response to a command from the control unit 500, and a voice data memory 503 for storing voice data of the voice guidance.

[0022] The accelerator pedal malfunction correction mechanism 1 is a mechanism designed to prevent accidental pedal misapplication, where the accelerator pedal is mistakenly identified as the brake pedal. It operates the accelerator pedal normally when the accelerator pedal depression angle is within the normal range, and cancels the accelerator operation when the accelerator pedal depression angle exceeds the normal range. The warning switch SW1 is a switch that switches from off to on when it detects that the accelerator pedal depression angle has reached the full throttle position, which is the upper limit of the normal range. The accelerator cancellation detection switch SW2 is a switch that switches from off to on when it detects that the accelerator pedal depression angle has exceeded the full throttle position within the normal range, and that the accelerator pedal malfunction correction mechanism 1 has canceled the accelerator operation.

[0023] The detailed configurations of the accelerator pedal malfunction correction mechanism 1, the warning switch SW1, and the accelerator cancellation detection switch SW2 will be described later. Next, the processing flow of the accelerator pedal misoperation correction system 1A will be explained using the flowchart in Figure 2.

[0024] As shown in Figure 2, it is determined whether the warning switch SW1 is turned on, that is, whether the accelerator pedal depression angle has reached the full throttle position within the normal range (step 700). If the accelerator pedal depression angle has not reached the full throttle position within the normal range and the warning switch SW1 is off (negative determination in step 700), the buzzer sound remains stopped (step 704), and the process returns to step 700, repeating the same determination. If the accelerator pedal depression angle has reached the full throttle position within the normal range and the warning switch SW1 is turned on (positive determination in step 700), the control unit 500 emits a warning sound from the buzzer 501 (step 702). This allows the driver to recognize that the accelerator pedal has reached its upper limit full throttle position.

[0025] While the buzzer 501 is emitting a warning sound, it is determined whether the accelerator cancellation detection switch SW2 has been turned on, that is, whether the accelerator pedal depression angle has exceeded the full throttle position, which is the upper limit of the normal range (step 706). If the accelerator pedal depression angle exceeds the normal range and the accelerator cancellation detection switch SW2 is turned on (affirmative determination in step 706), the control unit 500 causes the speaker 502 to output voice guidance (step 708). The situation in which the accelerator pedal malfunction elimination mechanism 1 cancels the accelerator operation because the accelerator pedal depression angle exceeds the full throttle position, which is the upper limit of the normal range, is considered to be a situation in which the driver has mistakenly identified the accelerator pedal as the brake pedal. Therefore, the voice guidance selected is one that makes the driver aware of the mistake and prompts them to take the next action. Even if the driver does not realize that they have mistakenly pressed the accelerator pedal instead of the brake pedal when the buzzer sounds, the voice guidance will allow them to easily realize the mistake and take the next appropriate action. While voice guidance is being output, the warning sound from buzzer 501 may continue to be emitted, or the buzzer sound may be stopped.

[0026] Next, we return to step 706 and similarly determine whether the accelerator cancellation detection switch SW2 is on or off. That is, as long as the accelerator cancellation detection switch SW2 is on, the voice guidance output in step 708 will continue to be repeated.

[0027] If, in step 706, the accelerator pedal depression angle does not exceed the normal range and the accelerator cancellation detection switch SW2 is off (negative determination of step 706), the voice guidance is stopped or the voice guidance remains stopped (step 710), and the system returns to step 700. In step 700, as described above, it is determined whether the warning switch SW1 is on or off, and if the warning switch SW1 is off, the buzzer sound is stopped (step 704). In other words, when the accelerator pedal returns to the normal range, both the buzzer sound and the voice guidance are stopped.

[0028] In the first embodiment, when the accelerator pedal misoperation correction mechanism 1 shown in Figure 1 only cancels the accelerator operation when the accelerator pedal depression angle exceeds the normal range, and does not link the brake operation to subsequent depression of the accelerator pedal, the following examples can be given as voice guidance in step 708. (Example 1) "Please switch to the brake pedal!" (Example 2) "You've pressed the wrong pedal! Please switch to the brake!" (Example 3) "The accelerator has been released!" (Example 4) "The accelerator has been released! Please switch to the brake!" Voice guidance like the example above allows the driver to realize they have mistakenly pressed the wrong pedal and quickly switch from pressing the accelerator pedal to pressing the brake pedal.

[0029] In the second embodiment, when the accelerator pedal misoperation correction mechanism 1 shown in Figure 1 releases the accelerator operation when the accelerator pedal depression angle exceeds the normal range, and then continues to link the brake operation to the depression of the accelerator pedal, the following examples can be given as voice guidance in step 708. (Example 1') "The accelerator has been released! Switching to the brake!" (Example 2') "Switch from accelerator to brake! Keep pressing the pedal!" (Example 3') "Use the accelerator pedal to apply the brakes! Keep pressing the pedal!" As shown in the example above, voice guidance makes it easy for the driver to realize that the accelerator pedal misoperation correction mechanism 1 has been activated due to mistakenly pressing the wrong pedal.

[0030] The above examples are merely examples of voice guidance in the first and second embodiments, and the voice guidance of the present invention can include any preferred voice guidance that helps the driver recognize the pedal misapplication and prompts them to take the appropriate next action.

[0031] The above describes one embodiment of the accelerator pedal misoperation elimination system 1A of the present invention, but the present invention is not limited to the above example and can be arbitrarily and suitably modified within the scope of the present invention. For example, in step 702, a buzzer sound is emitted, but in step 702, voice output from speaker 502 can also be used. For example, by using a voice message different from the voice guidance of 708, such as "The accelerator pedal has reached its limit. Please be careful," it is possible to give the driver a prior warning.

[0032] Furthermore, while it was explained that the buzzer sound from step 702 may be output simultaneously with the voice guidance output in step 708, the buzzer sound used in conjunction with the voice guidance can be arbitrarily and appropriately changed, such as changing to a buzzer sound that conveys a greater sense of urgency, or lowering the volume of the buzzer sound so that the voice guidance is easier to hear.

[0033] Furthermore, although a buzzer 501 and a speaker 502 were used as sound output means in this invention, the sound output means of this invention are not limited to these, and any other suitable sound output means can be used as long as it can transmit a message to the driver by sound.

[0034] Furthermore, while a warning switch SW1 and an accelerator cancellation detection switch SW2 were used to detect the position of the accelerator pedal, the present invention can use any sensor capable of detecting the position of the accelerator pedal, and the two switches SW1 and SW2 can be replaced with a single sensor. In addition, the data format when the corresponding position is detected is not limited to on / off (1,0) but can be arbitrarily and suitably changed.

[0035] The control unit 500 can be configured using a CPU. The control unit 500 converts the audio data in the audio data memory 503 into an audio signal as needed and transmits it to the speaker 502. The control unit 500 may also have a function to update its internal program and audio data by communicating with an external source.

[0036] The control unit 500 may output a warning from the speaker 50 when the accelerator pedal is pressed or periodically. The control unit 500 may be configured to communicate with the vehicle's control unit and may output a warning from the speaker 50 saying, "Have you mistaken drive for reverse?" when it detects engine start.

[0037] The control unit 500 may be replaced with a simple electronic circuit that calculates the on / off (1,0) signals from switches SW1 and SW2. <Mechanism to correct accelerator pedal malfunction> The detailed configuration of the accelerator pedal malfunction correction mechanism 1 will be described below with reference to Figures 3 to 41.

[0038] In the following description, a second embodiment is used in which the accelerator pedal misoperation correction mechanism 1 releases the accelerator operation when the accelerator pedal depression angle exceeds the normal range, and then continues to link the brake operation to the depression of the accelerator pedal. For this reason, the first embodiment, in which only releases the accelerator operation when the accelerator pedal depression angle exceeds the normal range and does not perform the brake operation, can be understood in the following description as an embodiment in which the brake arm pressing member (35, 103b), etc., which will be described later and which contacts the brake arm and rotates it to activate the brake, is not provided.

[0039] Figures 3 and 4 are assembled perspective views and enlarged perspective views, respectively, of the first embodiment of the accelerator pedal malfunction elimination mechanism of the present invention in the operating standby state; Figure 5 is an exploded perspective view thereof; and Figures 6 and 7 are left and right side views, respectively, of the main components in the operating standby state.

[0040] In each figure, 1 is the accelerator pedal malfunction prevention mechanism, which, as shown in Figure 4, generally comprises a housing unit 2, an accelerator arm 3, an accelerator cancellation mechanism 4, and a brake operating mechanism 5. This accelerator pedal malfunction prevention mechanism 1 can be retrofitted to a completed vehicle. In this case, the accelerator arm 3 is manufactured in a specific shape that attaches to the L-shaped arm 29 of the accelerator cancellation mechanism 4, which will be described later. That is, the accelerator arm 3 is not originally installed in the vehicle, so it is usually included in the mechanism 1 and distributed on the market, but it does not necessarily have to be included in mechanism 1. 6 is the brake arm, which is originally installed in the vehicle depending on the vehicle model and is not included in mechanism 1.

[0041] The housing unit 2 consists of a mounting plate 7 (a pair of parallel plates 8 and a base plate 9 assembled with bolts 10) (see Figure 3) and a housing 11 (a main housing 12 and a sub-housing 13 assembled with bolts 14) (see Figure 4). The housing 11 is mounted using bolts 15, allowing it to move in the direction of arrow AB (front-to-back direction of the car) due to the function of the relatively wide elongated holes 8a (Figure 3) in the parallel plates 8, and the mounting angle of the housing 11 from the horizontal direction can be adjusted due to the play between the wide elongated holes 8a and the bolts 15. This housing unit 2 is fixed to the vehicle body 51 (see Figures 6 and 7) below the dashboard of the car using bolts 10, etc. The sub-housing 13 has a stopper portion 13a (Figures 5 and 7) at its rear lower part that contacts the first contact plate portion 24a of the claw lever support rotation block 24, which will be described later. Furthermore, since the front-to-back position and mounting angle of the housing 11 can be adjusted by the function of the elongated hole 8a, it is convenient as it can be applied to various cars with different driver's seat spaces.

[0042] The accelerator cancellation mechanism 4, as shown in Figures 3 to 5, generally comprises an accelerator operating lever 22 (assembled from three accelerator operating lever members 22a, 22b, and 22c by bolts 23) rotatably mounted to the housing 11 by a pivot pin 21, a claw lever support rotation block 24 rotatably mounted to the housing 11 coaxially with the accelerator operating lever 22 by the pivot pin 21, a claw lever 26 rotatably mounted to the claw lever support rotation block 24 by a pivot pin 25, and a claw lever locking block 28 rotatably mounted to an L-shaped arm 29 (described later) by a pivot pin 27. The accelerator operating lever 22 is constantly biased clockwise by the biasing force in the direction of arrow A (forward direction of the vehicle) of an accelerator wire 46 (connected to a throttle valve, not shown) which acts as an accelerator actuator and is connected to the accelerator operating lever 22 by a connecting member 45. (See Figures 5 and 7) The claw lever support rotation block 24 has a first contact plate portion 24a that can contact the stopper portion 13a of the sub-housing 13, and the claw lever 26 has a claw portion 26a as a first engaging portion that engages with the hook portion 22d of the accelerator operating lever 22 within the normal accelerator depression angle range, and an engaging recess 26b as a second engaging portion that is engaged by the engaging portion 28a of the claw lever locking block 28, and is biased clockwise by a spring 37 (Figure 5) stretched between it and the claw lever support rotation block 24. The claw lever locking block 28 has a regulating pin 47 embedded in the claw lever support rotation block 24 that engages with its elongated hole 28b, so it rotates around the pivot pin 27 relative to the L-shaped arm 29 while being restricted in the direction of rotation based on the engagement between its elongated hole 28b and the regulating pin 47.

[0043] The brake operating mechanism 5 generally comprises an L-shaped arm 29 as an accelerator arm mounting member rotatably attached to the housing 11 by a pivot pin 21, a pair of parallel links 31 rotatably attached to the housing 11 (Figure 5) by a pair of pivot pins 30, a connecting link 32 arranged to be relatively rotatable by connecting the rear link 31 (left side in Figure 5) and the L-shaped arm 29 via connecting pins 32a and 32b (Figure 5), respectively, and a brake arm pressing rod 35 (having a brake arm pressing portion 35a at its rear end and an elongated hole 35b extending in the front-rear direction) attached and fixed to the lower ends of the pair of parallel links 31 via a bolt 33 and a connecting block 34, extending in the horizontal direction. The L-shaped arm 29 is biased clockwise in Figures 5 and 7 by a spring 36 stretched between it and the housing 11.

[0044] The accelerator arm 3 is fixed to the lower part of the L-shaped arm 29 by a bolt 48, forming the accelerator arm rotating members 3 and 29. However, both members 3 and 29 may be formed as a single integrated unit from the beginning. Therefore, when the accelerator arm 3 rotates counterclockwise in Figures 6, 8, 10, and 12 by pressing its pedal portion 3a, the pair of parallel links 31 rotate counterclockwise from the position in Figure 6 to the position in Figure 12 via the connecting link 32. Thus, when the accelerator arm 3 rotates excessively, the brake arm pressing rod 35 moves forward (in the direction of arrow A) while remaining in a horizontal position, contacts the brake arm 6, and activates it.

[0045] Furthermore, the shaft 41 (Figures 5 and 14), fixed to the first contact plate portion 24a of the claw lever support rotation block 24, extends forward through a hole 29b (Figure 5) provided in the cut-up portion 29a of the L-shaped arm 29, which serves as the first spring locking portion. A coil spring 43 is wound around the shaft 41 between the cut-up portion 29a (first spring locking portion) and the nut 42 (second spring locking portion) at the tip of the shaft 41. As a result, the claw lever support rotation block 24 is biased counterclockwise by the coil spring 43 in Figure 7 and is in contact with the cut-up portion 29a of the L-shaped arm 29. However, in the operating standby state shown in Figure 7, its first contact plate portion 24a is spaced apart from the stopper portion 13a of the housing 11. (See Figures 7 and 14) The brake arm 6 is a pre-existing part of the vehicle and is rotatably mounted to the vehicle body by a pivot pin 44.

[0046] Next, the operation of the first embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described. Initially, in the driving standby state when the vehicle is stopped, in the accelerator cancellation mechanism 4, as shown in Figures 7 and 14, the accelerator operating lever 22 is biased counterclockwise (forward of the vehicle) by the accelerator wire 46. At this time, the claw portion 26a of the claw lever 26 engages with the hook portion 22d of the accelerator operating lever 22, and the engaging portion 28a of the claw lever locking block 28 engages with the engaging recess 26a. Therefore, the accelerator operating lever 22, claw lever 26, claw lever locking block 28, claw lever support rotation block 24, and L-shaped arm 29 (hereinafter referred to as "series of components") are seemingly biased together clockwise (Figures 7 and 14) by the tension of the accelerator wire 46 and the spring 36.

[0047] Next, the accelerator arm 3 is pressed down on the accelerator pedal 3a within the normal operating angle range, for example, to the fully open accelerator position (Figures 8, 9, and 15). During this time, the aforementioned series of components rotate as a single unit from the positions in Figures 6 and 7 to the positions in Figures 8 and 9, and the accelerator arm 3 rotates from the standby position 3a1 shown by the dashed line in Figure 9 to the fully open accelerator position 3a2 shown by the solid line. During this time, the first contact plate portion 24a of the claw lever support rotation block 24 rotates counterclockwise from a spaced position (Figures 7 and 14) relative to the stopper portion 13a of the sub-housing 13 to approach and contact it (Figures 9 and 15). From this point onward, the claw lever support rotation block 24 (and the claw lever 26) remain stationary and do not rotate counterclockwise.

[0048] Next, suppose the driver mistakenly presses the accelerator pedal 3a too hard instead of the brake pedal 6a, causing the accelerator arm 3 to rotate beyond the normal operating angle range to the first stage of excessive position (Figures 10, 11, and 16). Then, as shown in Figure 11, the accelerator arm 3 rapidly rotates from the fully open accelerator position 3a2, indicated by the dashed line, to the first stage of excessive rotation position 3a3, indicated by the solid line. From here, as the L-shaped arm 29 continues to rotate counterclockwise, the L-shaped arm 29 and the claw lever locking block 28 rotate further counterclockwise as a single unit, while the claw lever support rotation block 24 and the claw lever 26 remain stationary. Consequently, since the claw lever locking block 28 rotates relative to the claw lever 26, the engagement function of their engagement parts 28a and 26b causes the claw lever 26 to rotate counterclockwise around its pivot point 25 against the spring 37. This releases the engagement between the claw portion 26a of the claw lever 26 and the hook portion 22d of the accelerator operating lever 22. (Figures 11 and 16) Therefore, the accelerator lever 22 rotates clockwise due to the tension of the accelerator wire 46 in Figure 11, moving the accelerator wire 46 in the return direction and operating the throttle valve in the closing direction, releasing the accelerator operation and prohibiting the acceleration of the vehicle. In addition, between the driving standby state in Figures 6 and 7 and the first stage of excessive rotation in Figures 10 and 11, in the brake operating mechanism 5, as the L-shaped arm 29 rotates counterclockwise, the brake arm pressing rod 35 moves forward of the vehicle while being maintained in a horizontal position via the link mechanism of the connecting link 6 and the pair of parallel links 31, but although the brake arm pressing portion 35a approaches the brake arm 6, it does not come into contact with it.

[0049] Next, suppose the driver further depresses the accelerator pedal 3a, rotating the accelerator arm 3 to the second stage of excessive rotation (Figures 12, 13, and 17). Then, as shown in Figures 12 and 13, the accelerator arm 3 rapidly rotates from the first stage of excessive rotation 3a3, indicated by the dashed line, to the second stage of excessive rotation 3a4, indicated by the solid line. As the L-shaped arm 29 rotates further counterclockwise, the brake arm pressing rod 35 moves further in the direction of arrow A (forward direction of the vehicle) via the link mechanism of the connecting link 6 and the pair of parallel links 31. This causes the brake arm pressing portion 35a to contact the brake arm 6 and rotate it forward (Figures 13 and 17), activating the emergency brake and bringing the vehicle to a complete stop. According to this first embodiment, when the brake arm pressing rod 35 moves in the longitudinal direction of the vehicle, the linkage mechanisms 31, 32, and 34 ensure that it is always maintained in a horizontal position, although there is some vertical movement, while moving in the longitudinal direction and contacting the brake arm 6. This allows for efficient and smooth transmission of force to the brake arm 6.

[0050] Furthermore, according to this first embodiment, for example, in Figure 8, in the right-hand parallel link 31 of the pair of parallel links 31, if we assume that the distance between the pivot point (pivot pin) 30 and the connecting pin 32a, which is the connection point between the parallel link 31 and the connecting link 32, is X, and the distance between the pivot point 30 and the bolt 33, which is the connection point between the parallel link 31 and the brake arm pressing rod 35, is Y (where Y > X), then assuming that the rotation dimension of the L-shaped arm 29, i.e., the forward movement distance is P, and that this is approximately equal to the forward movement distance of the connecting pin 32a, then the forward movement distance Q = P·(Y / X) of the upper brake arm pressing rod 35a is Q > P. In other words, the brake arm 6 can be moved a large distance with a small accelerator arm 3, allowing the brakes to be applied rapidly and efficiently. The timing at which the pressing rod 35a contacts the brake arm 6 can be easily adjusted by changing the mounting position of the elongated hole 35b and the bolt 33 to adjust the length at which the brake arm pressing member 35 protrudes horizontally rearward from the connecting block 34. Furthermore, if it is desired to change the longitudinal mounting position of the entire device rearward from the housing 11 relative to the vehicle body, this can be easily adjusted by moving and adjusting the mounting position of the elongated hole 8a and the bolt 15 of the parallel plate 8 horizontally. The mounting configuration of the elongated hole 35b and the bolt 33 is not limited to this; instead of the elongated hole 35b, multiple holes arranged in the longitudinal direction may be formed, and the bolt 33 may be selectively mounted in one of these multiple holes to adjust the longitudinal position of the brake arm pressing member 35 relative to the vehicle body. Alternatively, the adjustment may be performed by providing a bolt on the brake arm pressing member 35 and an elongated hole or multiple holes on the connecting block 34. In the parallel link 31, the pivot pin 30, which is the pivot point with the housing 11, acts as the pivot point for rotation; the connecting pin 32a, which is the connection point with the connecting link 32, acts as the point of force application that receives rotational force from the L-shaped arm 29; and the bolt 33, which is the connection part with the brake pressing rod 35, acts as the point of application.

[0051] Focusing on the spring 43, in the initial state shown in Figure 14, it has a length d1 between the cut-up portion 29a of the L-shaped arm 29 and the nut 42. However, at the point shown in Figure 15, the first contact plate portion 24a of the claw lever support rotation block 24 comes into contact with the stopper portion 13a and stops. From that point onward, only the cut-up portion 29a of the L-shaped arm 29 moves relatively away from the first contact plate portion 24a, compressing the spring 43 until it reaches the position shown in Figure 17. Therefore, as shown in Figure 17, the spring 43 is compressed by the difference in length d1-d2 from its initial length d1 to its final length d2. Repeated excessive pressing of the accelerator pedal 3a causes repeated expansion and contraction of the spring 43 by the difference in length d1-d2, which is undesirable for the durability of the spring 43. A solution to this problem will be described in the fourth embodiment below. Next, a second embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described in Figures 18 to 21. In each figure, the same reference numerals are used for parts that are the same as those in Figures 3 to 17, and their descriptions are omitted.

[0052] The difference between the second embodiment and the first embodiment is clear from Figures 18 and 19. In the second embodiment, the brake operating mechanism 5 does not have the connecting link 32, the pair of parallel links 31, and the connecting block 34 of the first embodiment. Instead, the brake arm pressing rod 35 is directly attached to the lower surface of the L-shaped arm 29 by bolts 33.

[0053] In the operation of the second embodiment, when the vehicle is in standby mode, as shown in Figure 20, the brake arm pressing rod 35 is in the limit position of clockwise rotation together with the L-shaped arm 29 (accelerator arm 3). Next, when the accelerator pedal 3a is rotated beyond the fully open position and the first excessive rotation position to the second excessive rotation position (Figure 21), as shown in the same figure, the brake arm pressing portion 35a of the brake arm pressing rod 35 contacts and presses the brake arm 6, rapidly activating the brakes. The other configurations and operations are the same as in the first embodiment. The timing of contact between the pressing rod portion 35a and the brake arm 6 can be adjusted, as in the first embodiment, by changing the mounting position of the elongated hole 35b and the bolt 33 on the L-shaped arm 29 to adjust the length position of the brake arm pressing member 35 protruding horizontally rearward from the connecting block 34. Furthermore, the mounting configuration of the elongated hole 35b and the bolt 33 is not limited to the first embodiment described above. Instead of the elongated hole 35b, a plurality of holes arranged in the front-to-back direction may be formed, and the bolt 33 may be selectively mounted in any of these multiple holes. Alternatively, the brake arm pressing member 35 and the L-shaped arm 29 may be reversed, with the bolt provided on the former and the elongated hole or multiple holes on the latter.

[0054] According to this second embodiment, the brake arm pressing rod 35 does not remain in a horizontal position as in the first embodiment when moving in the longitudinal direction of the vehicle, but the link mechanisms 31, 32, 34, etc. of the first embodiment are unnecessary, thus simplifying the components.

[0055] Next, a third embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described in Figures 22 to 26. In each figure, the same reference numerals are used for parts that are the same as those in Figures 3 to 21, and their descriptions are omitted. In this third embodiment, an accelerator cancellation mechanism 4 similar to that in the first and second embodiments also exists, but it is omitted from Figure 23 (exploded perspective view) to avoid complicating the drawing.

[0056] The difference between the third embodiment and the first and second embodiments is that the brake operating mechanism 5 of the third embodiment is provided with an irregularly shaped brake arm pressing rotation lever 101 instead of the brake pressing rod 35 of the first and second embodiments.

[0057] In Figure 23, the brake arm pressing rotation lever 101 is assembled by a bolt 104 passing through an elongated hole 103a in the pressing member 103, with the pressing lever body 102 and the brake arm pressing member 103 being joined together. The pressing lever body 102 has a pivot pin 102a at the bottom (the pivot point of the rotation lever 101) and a pressed rod portion 102b in the middle that is pressed by an L-shaped arm 29 (the point of force application of the rotation lever 101). The brake arm pressing member 103 also has a brake arm pressing rod portion 103b (the point of application of the rotation lever 101) that extends in a direction perpendicular to the longitudinal direction of the vehicle. The brake arm pressing rotation lever 101 is rotatably mounted around the pivot pin 102a between a pair of support frames 12a provided below the main housing 12 via a spacer 105 and bolts 106.

[0058] In the operation of the third embodiment, when the vehicle is in a waiting state, as shown in Figure 24, the brake arm pressing rotation lever 101 is in the counterclockwise rotation limit position. Next, when the accelerator pedal 3a is pressed to the fully open position within the normal pressing range and the accelerator arm 3 is rotated, as shown in Figure 25, the L-shaped arm 29 rotates clockwise and approaches the pressed rod portion 102b of the brake arm pressing rotation lever 101, but does not come into contact with it. Therefore, the brake arm pressing rotation lever 101 does not start to rotate around the pivot pin 102a, and the brake arm 6 does not operate.

[0059] Next, when the accelerator pedal 3a is pressed from the position shown in Figure 25 beyond the first excessive rotation position (where the accelerator is canceled) to the second excessive rotation position shown in Figure 26, the brake arm pressing rotation lever 101 is rotated to the position shown in Figure 26 by the L-shaped arm 29 coming into contact with and pressing against its pressed rod portion 102b. Consequently, the brake arm pressing rod portion 103b of the rotation lever 101 comes into contact with the brake arm 6, pressing it forward and activating the rapid brake.

[0060] According to this third embodiment, in the brake arm pressing rotation lever 101, for example, in Figure 26, if the distance between the pivot pin 102a and the intermediate pressed rod portion 102b is X, and the distance between the pivot pin 102a and the upper brake arm pressing rod portion 103b is Y (where Y > X), then when the rotation dimension of the L-shaped arm 29, i.e., the forward movement distance, is P, the forward movement distance of the upper brake arm pressing rod portion 103b is Q = P·(Y / X), and Q > P. In other words, the brake arm 6 can be moved a large distance with a small accelerator arm 3 depression distance, allowing the brakes to be applied rapidly and efficiently. The timing of when the brake arm pressing rod portion 103b contacts the brake arm 6 can be easily adjusted by changing the mounting position of the elongated hole 103a and the bolt 104 to adjust the length position of the brake arm pressing member 103 protruding horizontally from the pressing lever body 102. The mounting configuration of the elongated hole 103a and the bolt 104 is not limited to this. Instead of the elongated hole 103a, a plurality of holes arranged in the front-to-rear direction may be formed, and the bolt 104 may be selectively attached to one of these holes to adjust the front-to-rear position of the brake arm pressing rod 103b on the vehicle body. Alternatively, the adjustment may be performed by providing a bolt on the brake arm pressing rod 103b and a pre-cut hole or a plurality of holes on the pressing lever body 102.

[0061] In the first and second embodiments described above, when the accelerator arm 3 (accelerator pedal 3a) was pressed within the normal pressing range, the brake arm pressing rod 35 also began to move toward the brake arm 6 at the same time. In contrast, in the third embodiment, even when the accelerator arm 3 is pressed within the normal pressing range, only the L-shaped arm 29 rotates clockwise and approaches the pressed rod portion 102b of the brake arm pressing rotation lever 101, but does not make contact, so the brake arm pressing rotation lever 101 does not begin to rotate. Therefore, the brake arm pressing rod portion 103b also does not begin to move toward the brake arm 6, and the accelerator arm The difference lies in the fact that it only makes contact with the brake arm 6 and activates when the 3 is pressed to an excessively rotated position.

[0062] Next, a fourth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described in Figures 27 to 30. In each figure, the same reference numerals are used for parts that are the same as those in Figures 3 to 26, and their descriptions are omitted.

[0063] The fourth embodiment differs from the first to third embodiments in that the accelerator cancellation mechanism 4 is newly provided with a spring load cancellation rotation block 121. However, this spring load cancellation rotation block 121 (hereinafter referred to as the spring cancellation block) is applicable to any of the first to third embodiments.

[0064] In Figure 27, a second contact portion 24b is additionally provided on the claw lever support rotation block 24, and a newly provided spring cancellation block 121 is attached to the sub-housing 13 so as to be rotatable by a pivot pin 122, and biased to rotate counterclockwise by a torsion spring 123 (displaced between a pin 13b planted in the sub-housing 13 and a pin 121a planted in the spring cancellation block 121). The spring cancellation block 121 has first and second stopper portions 121b and 121c on the top and bottom. Note that the stopper portion 13a of the sub-housing 13 is not provided as it is replaced by the first stopper portion 121b.

[0065] In the operation of the fourth embodiment, when the vehicle is in standby mode, it is in the state shown in Figure 27 (roughly corresponding to the state in Figure 14 of the first embodiment), and the L-shaped arm 29 and the claw lever support rotation block 24 are in the clockwise rotation limit position. In this state shown in Figure 27, the first contact plate portion 24a of the claw lever support rotation block 24 (supported by the sub-housing 13 by the pivot pin 21) is in contact with the cut-up portion 29a of the L-shaped arm 29 due to the biasing force of the spring 43, and the length of the spring (coil spring) 43 at this time is the initial length d1, which is the same as the state in Figure 14.

[0066] Next, as shown in Figure 28, when the accelerator pedal 3a is pressed down to the fully open position within the normal range and the accelerator arm 3 is rotated to the position shown in the figure, the L-shaped arm 29 and the claw lever support rotation block 24 appear to rotate together counterclockwise by a predetermined angle. Then, the second contact portion 24b of the claw lever support rotation block 24 comes into contact with the first upper stopper portion 121b of the spring cancellation block 121 in the figure, and thereafter the counterclockwise rotation of the claw lever support rotation block 24 is stopped.

[0067] Next, when the accelerator pedal 3a is pressed to the first stage of excessive rotation (Figure 29), the claw lever support rotation block 24 remains stopped as described above, and only the L-shaped arm 29 rotates further counterclockwise from the position in Figure 28 to the position in Figure 29. As a result, its cut-up portion 29a comes into contact with the lower second stopper portion 121c of the spring cancellation block 121 in the figure and presses it in the same direction. Consequently, the spring cancellation block 121 begins to rotate counterclockwise around the pivot pin 122 against the torsion spring 123 from the position in Figure 29. At this point, the accelerator cancellation operation described above is performed via the L-shaped arm 29 and the accelerator operating lever 22.

[0068] Next, when the accelerator pedal 3a is pressed further to the second stage of excessive rotation (Figure 30), the spring cancellation block 121 rotates counterclockwise against the torsion spring 123 to the position shown in Figure 30, as described above. Consequently, during this time, the contact engagement between the second contact portion 24b of the claw lever support rotation block 24 and the first stopper portion 121a of the spring cancellation block 121 is released, causing the first contact plate portion 24a of the claw lever support rotation block 24 to rotate counterclockwise due to the biasing force of the spring 43, and to contact the cut-up portion 29a again, reaching the position shown in Figure 30. At this time, the length of the spring 43 is the same d1 as the length of the spring 43 in the initial position shown in Figure 27.

[0069] Therefore, in the fourth embodiment, the effect of the spring cancellation block 121 prevents the accelerator from moving to the second stage of excessive motion. to Even when pressed down, the final length of spring 43 is the same as its initial length. The initial length d1 can be maintained, and in the case where the spring cancellation block 121 is not provided (Figure 17), the final length will shrink to d2, which is smaller than the initial length d1, and the spring will repeatedly expand and contract by the difference dimension d1-d2, thus solving the problem of spring deterioration.

[0070] Furthermore, without the spring cancellation block 121, when the accelerator is excessively pressed in the second stage, the compression of the spring 43 increases the resistance when the pedal is pressed. However, when the spring cancellation block 121 is present, when the accelerator is excessively pressed in the second stage, the spring 43 becomes free at its initial length d1 (i.e., it is not compressed), so the pedal Because the drag force does not increase, it has the effect of making braking smoother and more effective.

[0071] Next, a fifth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described using Figures 31 to 36. In each figure, the same reference numerals are used for parts that are the same as those in Figures 3 to 30, and their descriptions are omitted. Also, in Figures 31 to 36, for convenience, the accelerator arm 3, accelerator cancellation mechanism 4, brake operating mechanism 5, brake arm 6, etc. are omitted from the illustration, and only the main parts of the fifth embodiment are shown. Note that in Figure 33, the cover plate 206 (see Figures 31 and 32) has been removed to make the internal structure easier to understand.

[0072] In Figures 31 to 33, reference numeral 201 denotes an enable / disable switch that permits or prohibits excessive depression of the accelerator pedal. As shown in Figure 34, this enable / disable switch 201 is made, for example, by machining or press-punching a metal plate into a predetermined shape, and has a manual operating part 201b (having an engaging projection 201c) and a limit switch pressing part 201d in front of the rod part 201a, and a stopper part 201e and a mounting hole 201f at the rear. As shown in Figure 31, the enable / disable switch 201 is mounted on the housing 11 such that the manual operating part 201b is located in front of the ON / OFF indicator plate 205 mounted on the front of the housing 11, and the rod part 201a is inserted through the wall part 11a of the housing 11. At this time, a spring 204 is interposed between the screw 202, which is inserted through the mounting hole 201f at the rear end of the rod portion 201a and secured by a nut 203, and the wall portion 11a. This biases the enable / disable switch 201 backward, causing the stopper portion 201e to contact the wall portion 11a. Note that in Figure 31, only the right portion of the enable / disable switch 201 is shown in a partial cross-section (the same applies to other drawings).

[0073] The enable / disable switch 201 switches between allowing excessive depression of the accelerator pedal 3a beyond the normal depression angle range (enabling, i.e., switching ON) or prohibiting it (disabling, i.e., switching OFF). Next, the operation of the fifth embodiment described above will be explained. First, in Figures 31 to 33, the enable / disable switch 201 is rotated downward in the figure, and its manual operation part 201b is rotated downward, causing its engaging projection 201c to engage with the first engaging recess 205a below the ON / OFF display panel 205, thereby indicating the switch is ON. At the same time, the stopper part 201e of the enable / disable switch 201 is also rotated downward, allowing for an excessive depression angle of the accelerator pedal 3a. That is, the stopper part 201e is positioned so as not to interfere with the L-shaped arm 29 when it rotates in the vertical plane, thus allowing for excessive rotation of the accelerator pedal, as will be described later. At the same time, the limit switch pressing part 201d is also located in the vertical plane and presses the limit switch (not shown), causing an LED display (not shown) indicating the switch is ON.

[0074] From the state shown in Figure 31, the accelerator pedal 3a is pressed down, and the L-shaped arm 29, which is integrated with the accelerator arm 3 (see Figures 3 to 5), is moved clockwise in the same figure to the upper limit of the normal pressing angle range (for example... Suppose it is rotated beyond 20 degrees. Then, as shown in Figure 32, the L-shaped arm 29 rotates by an excessive angle α (>20 degrees) without contacting or interfering with the stopper portion 201e, and comes into contact with the lower end portion 11b of the wall portion 11a and stops. During this time, when the rotation angle of the L-shaped arm 29 exceeds 20 degrees, as described in Figure 11, the claw portion 26a of the claw lever 26 disengages from the hook portion 22d of the accelerator operating lever 22, releasing the tension on the accelerator wire 46 and returning it to the front of the vehicle body, thus forcibly canceling the accelerator operation. Subsequently, due to the excessive rotation of the L-shaped arm 29, the brake arm 6 is rotated via the movement of the brake arm pressing rod 35, and the brake is activated. In other words, when the enable / disable switch 201 is switched to the enable position, pressing the accelerator pedal beyond its normal angle range is enabled. However, if excessive pressing occurs, the accelerator operation is canceled and the brakes are applied, as explained in Figures 10 to 13. Next, in Figure 33, the enable / disable switch 201 is rotated 90 degrees counterclockwise in the figure, causing its engaging projection 201c to disengage from the first engaging recess 205a below the ON / OFF indicator panel 205 and engage with the second engaging recess 205b above, thereby indicating the switch is OFF. At this time, as shown in Figure 35, the manual operation part 201b is facing horizontally and is therefore hidden from view by the switch 201 body in the figure. Simultaneously, the stopper part 201e of the enable / disable switch 201 is also rotated 90 degrees upward to face horizontally, preventing excessive depression of the accelerator pedal. That is, the stopper part 201e comes to a position where it contacts and interferes with the L-shaped arm 29 when the L-shaped arm 29 rotates in the vertical plane. At the same time, the limit switch pressing part 201d moves so that it is positioned in the horizontal plane, releasing the pressure on the limit switch and causing the LED to display the switch OFF state (or simply turn off the LED).

[0075] Suppose, from the state shown in Figure 35, the accelerator pedal 3a is pressed down, rotating the L-shaped arm 29 clockwise in the same figure to the upper limit of the normal pressing angle range (for example, 20 degrees). Then, as shown in Figure 36, a predetermined part of the L-shaped arm 29 comes into contact with the stopper part 201e which is in contact with the wall part 11a, and is forcibly stopped. In other words, when the enable / disable switch 201 is switched to the disabled position (switch OFF), excessive pressing of the accelerator pedal beyond the normal angle range is prohibited (disabled). Therefore, in this case, excessive pressing of the accelerator is impossible in the first place, and consequently, accelerator cancellation and braking operations resulting from excessive pressing will not occur. In addition, the enable / disable switch 201 in the fifth embodiment (Figures 31 to 36) was applied to an embodiment in which the throttle valve is controlled by pulling or releasing the accelerator wire 46 (see Figure 3) via the accelerator operating lever 22 (22a), but it is not limited to this and may also be applied to the sixth embodiment (actuator mechanism 301 of an existing accelerator arm) described later.

[0076] In the fifth embodiment described above, the enable / disable switch 201 rotates 90 degrees reciprocally around its rod portion 201a to switch between allowing or prohibiting excessive rotation of the L-shaped arm 29. However, the enable / disable switch may, for example, slide back and forth in the same horizontal plane or swing back and forth in the same horizontal plane with the rear end of the rod portion 201a as a pivot point, rather than rotating in the direction of arrow A in Figure 33, so that the stopper portion 201e moves in and out of the rotation plane of the L-shaped arm 29, thereby allowing or prohibiting excessive rotation of the L-shaped arm 29. Furthermore, the operating portion 201b is not limited to manual operation; it may also switch the enable / disable switch 201 via the operation of an electronic plunger or the like via an electrical signal simply by pressing down a button.

[0077] Next, a sixth embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described using Figures 35 to 41. This sixth embodiment is particularly applied to the third embodiment (Figures 22 to 26) described above, and in each figure, the same parts as in Figures 22 to 26 are denoted by the same reference numerals. The explanation of the above is omitted. In the third embodiment described above, an accelerator wire 46 (see Figure 3) was connected to the accelerator operating lever member 22a of the accelerator operating lever 22 (hereinafter referred to as the "first accelerator operating lever 22a") for accelerator operation. However, in this sixth embodiment, the accelerator wire 46 is removed, and instead, a mechanism (hereinafter referred to as the actuator mechanism of the existing accelerator arm) 301 is connected to the first accelerator operating lever 22a to operate the existing accelerator arm 311 in conjunction with it to perform the same function as the accelerator wire 46. In Figure 35, 311 is the existing accelerator arm, and in this case, the existing accelerator pedal portion 311a (shown by the dashed line) has been cut off and removed.

[0078] The actuator mechanism 301 of the existing accelerator arm in the sixth embodiment described above is generally composed of a second accelerator operating lever 302, an actuator bar 303, and a connecting link 304 that connects the first accelerator operating lever 22a and the second accelerator operating lever 302, as shown in Figures 38 to 40. The boss hole 302a of the second accelerator operating lever 302 is fitted with a pivot pin 305 attached to a parallel plate 8 (see Figure 3) fixed to the vehicle body via a washer 306, and a retaining wire 307 is engaged with the mounting hole 305a at the tip of the pivot pin 305, thereby supporting it to rotate freely around the pivot pin 305.

[0079] As shown in Figure 38, the sleeve-shaped actuator bar 303 is attached and fixed to the lower mounting hole 302b of the second accelerator operating lever 302 by bolt 308 and nut 309 with a washer 310 in between. The connecting link 304 has a structure in which the axial dimension (total length of the connecting link 304) is adjustable by connecting an intermediate long nut 323 to the pivot eye bolts 321 and 322 at both ends with a nut 324. One pivot eye bolt 321 is pivotally attached to the mounting hole 22a1 of the first accelerator operating lever 22a by bolt 325 with a nut 326 in between, and the other pivot eye bolt 322 is pivotally attached to the upper end mounting hole 302c of the second accelerator operating lever 302 by bolt 327 with a nut 328. Furthermore, since the length of the connecting link 304 can be adjusted axially by the intermediate long nut 323, the initial contact angle position between the actuator bar 303 and the existing accelerator arm 311 can be adjusted as appropriate. Note that 331 is an existing housing that houses accelerator-related components. Next, the operation of the sixth embodiment will be described. First, in the standby state (see Figures 37, 39, and 40), the manual operation part 201b of the enable / disable switch 201 described in the fifth embodiment is switched downward (switch ON), and it can be seen that excessive depressing of the accelerator pedal is permitted. Also, the actuator bar 303 is constantly in contact with and pressed by the existing accelerator arm 311, which is constantly biased to rotate clockwise (arrow C direction) in Figure 40, so the second accelerator operating lever 302 is also at its rotation limit position in the same direction (arrow C direction). Therefore, the first accelerator operating lever 22a is also at its initial rotation limit position in the same direction (arrow C direction) via the connecting link 304.

[0080] Here, from the driving standby state shown in Figure 40, the newly installed accelerator pedal 3a is pressed against the interlocking pressing force constantly acting from the existing accelerator arm 311, rotating the newly installed accelerator arm 3 counterclockwise (in the direction of arrow D) to the normal depression limit angle position shown in Figure 41. Then, as described in the first embodiment, the first accelerator operating lever 22a is rotated from the initial (driving standby) position in Figure 40 to the normal rotation limit position in Figure 41 by engagement with the claw lever 26 of the accelerator cancellation mechanism 4. As a result, the second accelerator operating lever 302 is also rotated in the direction of arrow D to the position in Figure 41 via the connecting link 304. Consequently, the existing accelerator arm 311 is rotated counterclockwise (in the direction of arrow D) to the position shown in the figure via the actuator bar 303, and the vehicle is accelerated to the normal limit range.

[0081] Next, if the accelerator pedal 3a is pressed further beyond the normal angle range from the point shown in Figure 41, the engagement between the claw lever 26 and the hook portion 22b of the first accelerator operating lever 22a is released, as described in the first embodiment. Consequently, the interlock between the actuator mechanism 301, consisting of the first and second accelerator operating levers 22a, 302 and the connecting link 304, and the pressing force from the newly installed accelerator pedal 3a is interrupted. Thus, only a clockwise (arrow C direction) pressing force from the existing accelerator arm 311 acts on the actuator bar 303, so each member of the actuator mechanism 301 (the first and second accelerator operating levers 22a, 302 and the connecting link 304) and the existing accelerator arm 311 move back from the position beyond the normal angle range to the initial position shown in Figure 40, and the accelerator operation is canceled. Furthermore, when the manual operation part 201b of the enable / disable switch 201 is switched to the side (switch OFF), the L-shaped arm 29 is prohibited from rotating beyond its normal angle range (see Figure 36), and therefore excessive pressing of the newly installed accelerator pedal 3a is also prohibited.

[0082] Although the sixth embodiment described above was specifically applied to the third embodiment, it is not limited to this and can also be applied to the first, second, or fourth embodiment. <Warning switch and accelerator pedal cancellation detection switch> An embodiment in which the warning switch SW1 and accelerator pedal cancellation detection switch SW2 shown in Figure 1 are attached to the accelerator pedal malfunction elimination mechanism 1 described above will be explained with reference to Figures 42 to 45, which show the left side view of the accelerator pedal malfunction elimination mechanism 1, respectively. Note that for components of the accelerator pedal malfunction elimination mechanism 1 that are the same as those in each of the above embodiments, the same reference numerals are used and detailed explanations are omitted.

[0083] First, Figure 42 shows the accelerator pedal malfunction elimination mechanism 1 when the accelerator pedal depression amount is 0° (normal operating range). In the state shown in Figure 42, the engagement portion 22d of the accelerator actuator operating arm 22 and the first engagement portion 26a of the claw lever 26 achieve a first engagement, and the second engagement portion 26b of the claw lever 26 and the engagement portion 28a of the claw lever locking block 28 achieve a second engagement.

[0084] The warning switch SW1 is provided as a stopper that replaces the stopper portion 13a of the sub-housing 13 (Figures 11 to 14), to which the first contact plate portion 24a of the claw lever support rotation block 24 can contact. That is, when the accelerator pedal is pressed to the full throttle position, the first contact plate portion 24a contacts the warning switch SW1 and stops. The warning switch SW1 is equipped with a switch lever 505 that extends diagonally to the contact surface in the normal state, and when the first contact plate portion 24a contacts the contact surface, the switch lever 505 is pushed by the first contact plate portion 24a, and the switch is turned on. In the state shown in Figure 42, the first contact plate portion 24a is in a position away from the warning switch SW1, so the switch lever 505 is open and the switch is off.

[0085] The accelerator pedal cancellation detection switch SW2 is mounted on the support rotation block 24 near the second engagement portion, where the claw lever 26 and the claw lever locking block 28 are rotatably mounted by their respective pivot pins. The accelerator pedal cancellation detection switch SW2 includes a switch lever 506, which is switched off when the engagement portion 28a of the claw lever locking block 28 is pressed against it, as shown in Figure 42.

[0086] Next, Figure 43 shows the accelerator pedal malfunction correction mechanism 1 when the accelerator pedal depression amount is less than 0-20° (10° in the figure: normal operating range). When the accelerator pedal is depressed by this amount, the accelerator wire 46 (Figures 16, 18, and 19), which is connected to a throttle valve (not shown), is pulled, and the accelerator throttle opens. Even in the state shown in Figure 43, where the accelerator pedal is slightly depressed, the depression force has not reached the resistance force (10 kg) of the pedal force adjustment spring 43, so the pedal force adjustment spring 43 is not compressed or deformed. Therefore, even in the state shown in Figure 43, the engagement portion 22d of the accelerator actuator operating arm 22 and the first engagement portion 26a of the claw lever 26 still maintain a first engagement, and the second engagement portion 26b of the claw lever 26 and the engagement portion 28a of the claw lever locking block 28 still maintain a second engagement.

[0087] The first contact plate portion 24a is closer to the switch lever 505 of the warning switch SW1 compared to Figure 42, but it has not yet made contact, so the warning switch SW1 remains off. Similarly, the switch lever 506 of the accelerator pedal cancellation detection switch SW2 also remains off because the engaging portion 28a of the claw lever locking block 28 is in contact with and pressing it.

[0088] As shown in Figure 43, the accelerator pedal malfunction elimination mechanism 1 of this embodiment is equipped with a toggle switch 507 for switching the accelerator pedal malfunction elimination operation on and off. Although not shown, the toggle switch 507 is turned to the ON position to enable the accelerator pedal malfunction elimination operation, and the toggle switch 507 is turned to the OFF position to disable it. Near the toggle switch 507, an accelerator pedal elimination operation enable / disable sensor 508 is located to detect the ON / OFF status of the toggle switch 507. When the toggle switch 507 is ON and the accelerator pedal malfunction elimination operation is enabled, the accelerator pedal elimination operation enable / disable sensor 508 is OFF, and a red LED lamp (not shown) is turned off. When the toggle switch 507 is OFF and the accelerator pedal malfunction elimination operation is disabled, the accelerator pedal elimination operation enable / disable sensor 508 is ON, and a red LED lamp (not shown) is illuminated. The illumination of the red LED lamp allows the driver to immediately know that the accelerator pedal malfunction elimination operation is disabled.

[0089] Next, Figure 44 shows the accelerator pedal malfunction correction mechanism 1 when the accelerator pedal is depressed to 20° (full throttle position in the normal operating range). When the accelerator pedal is depressed to this degree, the accelerator wire 46 (Figures 16, 18, and 19) is pulled further, and the accelerator throttle is fully opened to the full throttle position. Even in the state shown in Figure 44, where the accelerator pedal is depressed to the full throttle position, the depression force has not reached the resistance force (10 kg) of the pedal force adjustment spring 43, so the pedal force adjustment spring 43 is not compressed or deformed. Therefore, even in the state shown in Figure 44, the engagement portion 22d of the accelerator actuator operating arm 22 and the first engagement portion 26a of the claw lever 26 still maintain a first engagement, while the second engagement portion 26b of the claw lever 26 and the engagement portion 28a of the claw lever locking block 28 maintain a second engagement.

[0090] The first contact plate portion 24a contacts and pushes down the switch lever 505 of the warning switch SW1, so the warning switch SW1 turns on, and as described above, a warning sound is emitted by the buzzer 502. On the other hand, the switch lever 506 of the accelerator pedal cancellation detection switch SW2 remains off because the engaging portion 28a of the claw lever locking block 28 is in contact with and pressed down.

[0091] Next, Figure 45 shows the accelerator pedal malfunction elimination mechanism 1 when the accelerator pedal depression amount is greater than 20° (accelerator operation release region). When the accelerator pedal is depressed to this degree, the depression force exceeds the resistance force (10 kg) of the pedal force adjustment spring 43, causing the pedal force adjustment spring 43 to compress and deform. As a result, as shown in Figure 45, the first engagement between the engagement portion 22d of the accelerator actuator operating arm 22 and the first engagement portion 26a of the claw lever 26 is released, and at the same time, the second engagement between the second engagement portion 26b of the claw lever 26 and the engagement portion 28a of the claw lever locking block 28 is also released. This releases the accelerator pedal operation.

[0092] Since the first contact plate portion 24a remains in contact with and pressed down on the switch lever 505 of the warning switch SW1, the warning switch SW1 remains ON, and the buzzer 502 continues to emit a warning sound. On the other hand, the engaging portion 28a of the claw lever locking block 28 disengages from the switch lever 506 of the accelerator pedal cancellation detection switch SW2, causing the switch lever 506 to open and the accelerator pedal cancellation detection switch SW2 to turn ON. As a result, the voice guidance is executed as described above. [Explanation of symbols]

[0093] 1A Accelerator pedal misoperation correction system 1. Mechanism to correct accidental operation of the accelerator pedal 2 Housing Units 3. Accelerator Arm 3a Accelerator pedal 4. Accelerator Cancellation Mechanism 5. Brake operating mechanism 6 Brake arm 6a Brake pedal 7 Mounting plate 8 parallel plates 8a long hole 9 circuit boards 10, 14, 15, 23, 33, 48, 104, 106 bolts 11 Housing 11a Wall 11b Lower end of wall 12 Main Housing 12a Support frame 12b hole 13 Sub-housing 13a Stopper part 13b pin 21, 25, 27, 30, 44, 102 Pivot pins 22. Accelerator operating lever (first accelerator operating lever) 22a, 22b, 22c Accelerator operating lever member 22a1 Mounting hole 22d Hook part 24 Claw lever support rotating block 24a 1st contact plate part 24b Second contact part 26 Claw lever 26a Claw part (first engaging part) 26b Engaging recess (second engaging portion) 28 Claw lever locking block 28a Engagement claw part 28b long hole 29 L-shaped arm (accelerator arm mounting component) 29a Cut-out section (first spring locking section) 29b hole 31 Parallel Links 32 Linking Links 32a, 32b connecting pins 34 Connecting Blocks 35 Brake arm pressing rod 35a Brake arm pressing part 35b long hole 37 springs 41. Spring mounting shaft 42. Nut (second spring locking part) 43 Coil spring 45 Connecting member 46. ​​Accelerator wire 47 Regulator pins 51 Car body 101 Brake arm pressing rotation lever 101a Brake arm pressing rod 101b Pressed rod part 102 Pressing lever body 102a Pivot pin 102b Pressed portion 103 Brake arm pressing member 103a long hole 103b Brake arm pressing rod 105 Space Material 121 Spring load cancellation rotation block (spring cancellation block) 121a pin 121b First stopper section 121c Second stopper section 122 Pivot Pin 123 Torsion spring 201 Enable / Disable Switch 201a Rod section 201b Manual operation section 201c Engagement protrusion 201d Limit switch pressing part 201e Stopper part 201f through hole 202 screws 203 Nut 204 Spring 205 ON / OFF switching display board 205a, 205b engaging recess 206 Cover plate 301 Actuator mechanism of existing accelerator arm 302 Second accelerator lever 302a Boss hole 302b, 302c Mounting holes 303 Actuator Bar 304 Linking Links 305 Pivot pin 305a Mounting hole 306 Washer 307 Retaining wire 308, 325, 327 volts 309, 324, 326, 328 nuts 311 Existing accelerator arm 321, 322 Pivot eyebolts 323 Intermediate long nut 331 Housing SW1 Warning Switch SW2 Accelerator Cancellation Detection Switch 500 Control Unit 501 Buzzer 502 Speakers 503 Audio data memory 505 Warning switch SW1 switch lever 506 Accelerator pedal cancellation detection switch SW2 switch lever 507 A toggle switch for enabling or disabling the accelerator pedal malfunction correction function. 508 Accelerator release operation enable / disable sensor

Claims

1. Accelerator pedal misoperation correction system (1A), An accelerator pedal malfunction correction mechanism (1) is installed in the vehicle so as to be linked to the pressing action of the vehicle's accelerator pedal (3a), A first sensor (SW1) is attached to the accelerator pedal malfunction correction mechanism (1) to detect when the depression angle of the accelerator pedal (3a) has reached the full throttle position within the normal range, A second sensor (SW2) is attached to the accelerator pedal malfunction correction mechanism (1) to detect when the depression angle of the accelerator pedal (3a) exceeds the normal range of the full throttle position, A control unit (500) to which detection signals from the first sensor (SW1) and the second sensor (SW2) are input, A sound signal output unit (501) outputs a warning sound in response to a command from the control unit (500), Voice guidance output units (502, 503) that output voice guidance in response to a command from the control unit (500), Equipped with, The accelerator pedal malfunction correction mechanism (1) is a mechanism that allows the accelerator pedal (3a) to operate normally when the depression angle of the accelerator pedal (3a) is within the normal range, and corrects the accelerator operation when the depression angle of the accelerator pedal (3a) exceeds the full throttle position within the normal range. The control unit causes the sound output means (501) to output a warning sound when the first sensor (SW1) detects that the depression angle of the accelerator pedal (3a) has reached the full throttle position within the normal range, and causes the voice guidance output units (502, 503) to output voice guidance when the second sensor (SW2) detects that the depression angle of the accelerator pedal (3a) has exceeded the full throttle position within the normal range. This is an accelerator pedal misoperation correction system.

2. The accelerator pedal misoperation correction system according to claim 1, wherein the voice guidance output by the voice guidance output unit (502, 503) includes a message to cause the driver to recognize that they have mistakenly pressed the brake pedal instead of the accelerator pedal.

3. The accelerator pedal misoperation correction system according to claim 1, wherein the voice guidance output by the voice guidance output units (502, 503) includes a message to cause the driver to recognize that the accelerator operation has been released.

4. The accelerator pedal misoperation elimination system according to claim 1, wherein the accelerator pedal misoperation elimination mechanism (1) only eliminates the accelerator operation when the depression angle of the accelerator pedal exceeds the normal range, and does not link the brake operation to the depression of the accelerator pedal, the voice guidance output by the voice guidance output unit (502, 503) includes a message prompting the driver to press the brake pedal.

5. The accelerator pedal misoperation elimination system according to claim 1, wherein when the accelerator pedal misoperation elimination mechanism (1) eliminates accelerator operation when the depression angle of the accelerator pedal exceeds the normal range, and when the brake operation is linked to the depression of the accelerator pedal, the voice guidance output by the voice guidance output unit (502, 503) includes a message that makes the driver aware that the depression of the accelerator pedal has been switched to a brake operation.

6. The accelerator pedal misoperation correction system according to claim 1, wherein the control unit, while the voice guidance output unit is outputting voice guidance, performs one of the following actions: continue, stop, or change the warning sound output by the sound signal output signal from the warning sound before the voice guidance was output.

7. The accelerator pedal misoperation correction system according to claim 1, wherein the control unit stops both the warning sound and the voice guidance when the accelerator pedal depression angle returns to the normal range.

8. The accelerator pedal misoperation correction system according to claim 1, wherein the sound signal output unit (501) is a buzzer.

9. The accelerator pedal misoperation correction system according to claim 1, wherein the voice guidance output unit is a speaker (502) that plays back and outputs voice data stored in the voice data memory (503) as voice guidance in response to a command from the control unit (500).

10. The aforementioned accelerator pedal malfunction correction mechanism (1) is: Housings (11, 12) attached and fixed to the vehicle body, An accelerator arm operating member (29, 3) having an accelerator pedal (3a) and movably mounted to the housing (11, 12), An accelerator actuator operating arm (22) is connected to the accelerator actuator (46) and is rotatably mounted on the housing (11), The accelerator release members (24, 26, 28) are provided between the accelerator arm operating member (29, 3) and the accelerator actuator operating arm (22). Equipped with, When the depression angle of the accelerator pedal (3a) is within the normal range, the accelerator actuator operating arm (22) is held in an accelerator operation maintenance state via the accelerator operation release members (24, 26, 28) to enable accelerator operation. Furthermore, when the depression angle of the accelerator pedal (3a) exceeds the normal range, the accelerator operation release members (24, 26, 28) move the accelerator actuator operating arm (22) in the accelerator operation release direction, thereby releasing the accelerator operation by the accelerator actuators (46; 302, 303). The accelerator release members (24, 26, 28) are, A claw lever support rotation block (24) is rotatably mounted on the housing (11), A claw lever (26) is rotatably mounted on the claw lever support rotation block (24) and has a first engagement portion (26a) that engages with the engagement portion (22d) of the accelerator actuator operating arm (22) to achieve a first engagement, A claw lever locking block (28) is rotatably attached to the accelerator arm operating member (29, 3) and has an engaging portion (28a) that engages with the second engaging portion (26b) of the claw lever (26) to achieve a second engagement. Equipped with, When the depression angle of the accelerator pedal (3a) is within the normal range, the accelerator actuator operating arm (22) is rotated by maintaining the first engagement in conjunction with the operation of the accelerator arm operating member (29, 3) to perform accelerator operation. Furthermore, when the depression angle of the accelerator pedal (3a) exceeds the normal range, the claw lever support rotation block (24) comes into contact with the housing (11) and stops rotating, thereby releasing the second engagement. This causes the claw lever (26) to rotate in the release direction, which in turn rotates the accelerator actuator operating arm (22) in the accelerator operation release direction, causing the accelerator actuators (46; 302, 303) to move back and eliminate the accelerator operation. The accelerator pedal misoperation correction system according to any one of claims 1 to 9.

11. The aforementioned claw lever support rotation block (24) includes a first contact plate portion (24a), The first sensor (SW1) is positioned to engage with the first contact plate portion (24a) of the claw lever support rotation block (24) when the depression angle of the accelerator pedal (3a) is in the full throttle position within the normal range. The accelerator pedal misoperation elimination system according to claim 10, wherein the first sensor (SW1) detects, by engagement with the first contact plate portion (24a), that the depression angle of the accelerator pedal (3a) is in the full throttle position within the normal range.

12. The second sensor (SW2) is mounted on the claw lever support rotation block (24) so ​​as to contact the engagement portion (28a) of the claw lever locking block (28), which provides the second engagement between the second engagement portion (26b) of the claw lever (26) and the claw lever locking block (28) when the depression angle of the accelerator pedal (3a) is within the normal range. The accelerator pedal misoperation elimination system according to claim 10, wherein when the depression angle of the accelerator pedal (3a) exceeds the normal range, the second engagement of the second sensor (SW2) is released, and the contact with the engagement portion (28a) is also released, and this release of contact detects that the depression angle of the accelerator pedal (3a) has further exceeded the full throttle position within the normal range.

13. The aforementioned accelerator pedal malfunction correction mechanism (1) is: Housings (11, 12) attached and fixed to the vehicle body, An accelerator arm operating member (29, 3) having an accelerator pedal (3a) and rotatably mounted to the housing (11, 12), An accelerator actuator operating arm (22) is connected to the accelerator actuator (46) and is rotatably mounted on the housing (11), The accelerator release members (24, 26, 28) are provided between the accelerator arm operating members (29, 3) and the accelerator actuator operating arm (22), The brake arm pressing members (35, 103b) are connected directly to the accelerator arm operating members (29, 3) or via connecting members (31, 32; 102), and are mounted on the existing brake arm (6) at a distance from each other so as to be able to move toward and away from it. Equipped with, When the depression angle of the accelerator pedal (3a) is within the normal range, the accelerator actuator operating arm (22) is held in an accelerator operation maintenance state via the accelerator operation release members (24, 26, 28) to enable accelerator operation, and the brake arm pressing members (35, 103b) are brought close to the existing brake arm (6) but do not come into contact with it. Furthermore, when the depression angle of the accelerator pedal (3a) exceeds the normal range, the accelerator operation release members (24, 26, 28) move the accelerator actuator operating arm (22) in the accelerator operation release direction, causing the accelerator actuator (46; 302, 303) to release the accelerator operation. Subsequently, when the accelerator pedal (3a) is depressed, the brake arm pressing members (35, 103b) contact the existing brake arm (6) and rotate it to activate the brake. The accelerator pedal misoperation elimination system according to claim 10.

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