Pedal misapplication prevention device

Abstract

To provide a pedal misstepping accident prevention device which can suppress occurrence of accident due to erroneous stepping on a brake pedal and an accelerator pedal.SOLUTION: A pedal misstepping accident prevention device comprises: a steering position variable mechanism which displaces a steering in a vehicle longitudinal direction; a steering position adjustment part which displaces the steering according to a control input of an accelerator pedal so that the steering is positioned toward a rear side of a vehicle as the control input of the accelerator pedal operated by a driver becomes greater; and an accelerator pedal position adjustment part which displaces the accelerator pedal in a direction in which the control input of the accelerator pedal returns to zero when the steering is pushed forward in the state that the steering is displaced to the vehicle rear side.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a pedal misapplication accident prevention device for a vehicle. [Background technology]

[0002] A driver who drives a vehicle adjusts the acceleration and deceleration of the vehicle by alternately stepping on a brake pedal and an accelerator pedal that are arranged next to each other. In general, the driver performs braking or accelerator operation by shifting one foot (usually the right foot) over the brake pedal and the accelerator pedal.

[0003] In a situation where a driver wants to decelerate the vehicle, the driver may mistakenly step on the accelerator pedal instead of the brake pedal, causing the vehicle to suddenly accelerate and resulting in a front or rear collision. Various devices have been proposed to prevent such accidents caused by stepping on the wrong pedal.

[0004] For example, Patent Document 1 proposes a driving control device that, if the vehicle speed is below a predetermined vehicle speed, the accelerator ON counter is below a predetermined period, the seat back pressing force is equal to or greater than a first predetermined load, the steering shaft pressing force is equal to or greater than a second predetermined load, and the accelerator opening is equal to or greater than a predetermined opening, it determines that the driver has mistakenly pressed the brake pedal for the accelerator pedal, and outputs an engine torque suppression command or a brake activation command to the engine ECU or brake ECU so as to decelerate the vehicle.

[0005] Furthermore, Patent Documents 2 and 3 propose an erroneous pedal prevention device that is configured so that, instead of operating both the accelerator pedal and the brake pedal with one foot, the brake is operated with the foot and the accelerator is operated with the hand. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2013-233893 A [Patent Document 2] JP 2014-048742 A [Patent Document 3] International Publication No. 2015 / 020152 Summary of the Invention [Problem to be solved by the invention]

[0007] However, the driving control device disclosed in Patent Document 1 outputs an engine torque suppression command or a brake application command when the driver mistakenly presses the brake pedal instead of the accelerator pedal and a load is applied to the backrest that exceeds the load applied to the backrest during normal driving. Therefore, the engine torque suppression command or the brake application command is output after the vehicle suddenly accelerates, which may not be enough to prevent an accident.

[0008] In addition, the misstep prevention devices disclosed in Patent Documents 2 and 3 do not have a means for returning the accelerator to its original position if the driver panics in an emergency and his / her hand becomes stuck while operating the accelerator. Therefore, if the accelerator is operated by mistake, it may not be possible to suppress or prevent an accident. In addition, the misstep prevention devices disclosed in Patent Documents 2 and 3 have the problem that the accelerator operation is different from the conventional operation, and the driver needs to get used to driving operation.

[0009] The present disclosure has been made in consideration of the above problems, and provides a pedal misapplication prevention device that can reduce the occurrence of accidents caused by misapplication of the brake pedal instead of the accelerator pedal. [Means for solving the problem]

[0010] In order to solve the above problems, according to one aspect of the present disclosure, there is provided a pedal misapplication accident prevention device that includes a steering position variable mechanism that displaces the steering wheel in the fore-and-aft direction of the vehicle, a steering position adjustment unit that displaces the steering wheel in accordance with the amount of accelerator pedal operation so that the steering wheel is positioned further rearward of the vehicle as the amount of accelerator pedal operation by the driver increases, and an accelerator pedal position adjustment unit that displaces the accelerator pedal in a direction that returns the amount of accelerator pedal operation to zero when the steering wheel is pushed forward with the steering wheel displaced toward the rear of the vehicle. Effect of the Invention

[0011] As described above, according to the present disclosure, it is possible to prevent accidents caused by accidentally stepping on the brake pedal instead of the accelerator pedal. [Brief description of the drawings]

[0012] [Figure 1] 1 is a schematic diagram showing a configuration example of a pedal misapplication accident prevention device according to a first embodiment of the present disclosure; [Diagram 2] FIG. 4 is an explanatory diagram showing an example of a moving range of a steering wheel. [Diagram 3] 11 is an explanatory diagram showing how the steering wheel is displaced toward the rear of the vehicle as the amount of accelerator pedal operation increases; FIG. [Figure 4] FIG. 4 is an explanatory diagram showing a map that sets the relationship between the amount of accelerator pedal operation and the amount of steering displacement. [Diagram 5] 10 is an explanatory diagram showing a state in which an accelerator pedal is displaced in accordance with a displacement of a steering wheel toward the front of the vehicle; FIG. [Figure 6] 5 is a flowchart showing an example of the operation of the pedal misapplication accident prevention device according to the embodiment; [Figure 7] 4 is an explanatory diagram showing the operation of the pedal misapplication accident prevention device according to the embodiment; FIG. [Figure 8] 13 is a schematic diagram showing a configuration example of a first transmission mechanism of a pedal misapplication accident prevention device according to a second embodiment of the present disclosure. FIG. [Figure 9] 13 is a schematic diagram showing a configuration example of a second transmission mechanism of a pedal misapplication accident prevention device according to a second embodiment of the present disclosure. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and the drawings, components having substantially the same functional configurations are denoted by the same reference numerals, and redundant description will be omitted.

[0014] <<1. First embodiment>> First, a pedal misapplication accident prevention device according to a first embodiment of the present disclosure will be described.

[0015] <1-1. Overview> The pedal misapplication accident prevention device according to the present embodiment is a device that prevents accidents caused by a driver panicking while driving a vehicle and depressing the accelerator pedal despite the fact that the brake pedal should be depressed, causing the vehicle to accelerate, or that mitigates the impact of the accident. The pedal misapplication accident prevention device is constructed as a device that prevents accidents caused by pedal misapplication by utilizing a human behavior principle also known as "sub-G sensation" that is known mainly in the aviation field. Specifically, it is known that when a person panics, they turn their head back and thrust their arms forward. The pedal misapplication accident prevention device uses this behavior of thrusting their arms forward to provide a reaction force against the depression of the accelerator pedal, thereby preventing the accelerator pedal from being depressed. The pedal misapplication accident prevention device according to the first embodiment is configured using a sensor and an electric control device.

[0016] <1-2. Configuration example> FIG. 1 is a schematic diagram showing an example of the configuration of a pedal misapplication accident prevention device 10 according to this embodiment, and shows a state in which a driver D sitting in a driver's seat 3 is operating a vehicle.

[0017] The pedal misapplication accident prevention device 10 in this embodiment includes, as equipment provided on the steering wheel 7, a steering position variable mechanism 31 that displaces the steering wheel 7 in the fore-and-aft direction of the vehicle, a steering position detection unit 35 that detects the position St_str of the steering wheel 7, and a force sensor 37 that detects the force F_str applied by the driver D to the steering wheel 7.

[0018] The steering position variable mechanism 31 is driven by the control device 50 to forcibly change the position St_str of the steering wheel 7 in the front-rear direction of the vehicle. In this embodiment, the steering position variable mechanism 31 includes an electric motor 33 whose driving is controlled by the control device 50, and a rack-and-pinion mechanism including a pinion gear provided on an output shaft of the electric motor 33 and a rack fixed to the steering shaft 9. The electric motor 33 used is an electric motor 33 that can rotate forward and backward depending on the direction of the supplied current. By driving and rotating the electric motor 33, the steering shaft 9 moves forward and backward in the axial direction, and the position St_str of the steering wheel 7 changes. However, the configuration of the steering position variable mechanism 31 that electrically adjusts the position of the steering wheel 7 is not limited to this example.

[0019] FIG. 2 is an explanatory diagram showing an example of the movement range of the steering wheel 7. The range within which the steering wheel 7 can be moved is appropriately set so that the driver D does not feel uncomfortable due to the change in the position of the steering wheel 7 and so that safety is not reduced. For example, the steering wheel position variable mechanism 31 is configured to be able to move the steering wheel 7 by 10 mm in each direction in the front-rear direction of the vehicle from the reference position (position of plus or minus 0) of the steering wheel 7 when the pedal misapplication accident prevention device 10 is turned off. In FIG. 2, the movement range is shown with the front of the vehicle as the positive direction. The movement range of the steering wheel 7 is not limited to plus or minus 10 mm.

[0020] In addition, when the supply of current to the electric motor 33 is stopped, if the force with which the driver D pushes the steering wheel 7 toward the front of the vehicle or pulls it toward the rear of the vehicle exceeds the rotational resistance of the electric motor 33, the position St_str of the steering wheel 7 changes.

[0021] The steering position detection unit 35 detects the position St_str of the steering wheel 7 in the vehicle longitudinal direction. The steering position detection unit 35 can be, for example, a potentiometer provided in the electric motor 33 to detect the rotation angle of the electric motor 33, or a magnetic displacement sensor to detect the displacement of the steering shaft 9 or the rack. The force sensor 37 detects the force F_str applied by the driver D to push the steering wheel 7. The force sensor 37 can be, for example, a strain gauge or an electrostrictive sensor. Sensor signals from the steering position detection unit 35 and the force sensor 37 are transmitted to the control device 50.

[0022] In addition, the pedal misapplication accident prevention device 10 is equipped with, as devices provided on the accelerator pedal 11, an actuator 15 that adjusts the operation amount (depression amount) θa of the accelerator pedal 11, an accelerator pedal position detection unit 13 that detects the operation amount θa of the accelerator pedal 11, and a depression force sensor 17 that detects the depression force F_acc on the accelerator pedal 11 by the driver D.

[0023] The actuator 15 is driven by the control device 50 to forcibly move the accelerator pedal 11 at least in a direction to return the operation amount θa of the accelerator pedal 11 to zero. The actuator 15 can be, for example, an electric motor connected coaxially with the rotation shaft of the accelerator pedal 11 or via a gear. However, the configuration for electrically adjusting the operation amount θa of the accelerator pedal 11 is not limited to this example.

[0024] Accelerator pedal position detection unit 13 detects the amount of operation θa of accelerator pedal 11. Accelerator pedal position detection unit 13 can be, for example, a potentiometer provided in actuator 15 for detecting the rotation angle of an electric motor, or a rotation sensor for detecting the rotation angle of a rotary shaft of accelerator pedal 11. Pedal force sensor 17 detects the pedaling force F_acc on accelerator pedal 11 by driver D. Pedal force sensor 17 can be, for example, a strain gauge or an electrostrictive sensor. Sensor signals from accelerator pedal position detection unit 13 and pedal force sensor 17 are transmitted to control device 50.

[0025] The control device 50 is configured to include one or more processors, such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). The control device 50 also includes one or more memories, such as a RAM (Random Access Memory) or a ROM (Read Only Memory), capable of communicating with the processor. The memory stores software programs executed by the processor, various parameters used in the arithmetic processing, acquired data, arithmetic results, etc. The processor executes the programs stored in the memory to perform predetermined arithmetic processing, and controls the operation amount of the steering position variable mechanism 31 and the accelerator pedal 11.

[0026] The control device 50 includes a steering position adjustment unit 51, an accelerator pedal position adjustment unit 53, and a brake operation instruction unit 55. Some or all of these units may be a function realized by execution of a program by a processor that executes a predetermined arithmetic process. The control device 50 is configured to be able to acquire signals output from the system operation switch 41, the accelerator pedal position detection unit 13, the pedal force sensor 17, the steering position detection unit 35, and the force sensor 37. The system operation switch 41 is operated by the driver D or the like to switch on and off the operation of the pedal misapplication accident prevention device 10.

[0027] (Steering position adjustment part) The steering position adjustment unit 51 displaces the steering wheel 7 in accordance with the operation amount θa of the accelerator pedal 11 so that the steering wheel 7 is positioned toward the rear of the vehicle as the operation amount θa of the accelerator pedal 11 operated by the driver D increases (see FIG. 3). In this embodiment, the steering position adjustment unit 51 controls the drive of the electric motor 33 of the steering position variable mechanism 31 based on the operation amount θa of the accelerator pedal 11 detected by the accelerator pedal position detection unit 13.

[0028] When the accelerator pedal 11 is not depressed, that is, when the operation amount θa of the accelerator pedal 11 is zero, the steering position adjustment unit 51 does not supply current or supplies a constant current to the electric motor 33. As a result, when the accelerator pedal 11 is not depressed, the steering wheel 7 is held at a reference position (a position of plus or minus 0 in FIG. 2) St_str_0. Also, the greater the operation amount θa of the accelerator pedal 11, the more the steering position adjustment unit 51 displaces the steering wheel 7 toward the rear of the vehicle (in the negative direction in FIG. 2). As a result, a situation is created in which the steering wheel 7 can be returned to the reference position St_str_0 by the driver D thrusting his arm forward while depressing the accelerator pedal 11.

[0029] The steering position adjustment unit 51 may have a function of controlling the steering wheel 7 so as not to be displaced in the vehicle longitudinal direction when the pedal misapplication accident prevention device 10 is turned off. For example, the steering position adjustment unit 51 may hold the steering wheel 7 at the reference position St_str_0 by supplying a constant current to the electric motor 33 while the system operation switch 41 is turned off. However, the means for holding the steering wheel 7 at the reference position St_str_0 when the pedal misapplication accident prevention device 10 is turned off is not limited to the above example. For example, the control device 50 may operate a lock mechanism that prohibits the operation of the steering position variable mechanism 31 while the system operation switch 41 is turned off, such as by engaging a stopper with the rack and pinion mechanism of the steering position variable mechanism 31.

[0030] FIG. 4 is an explanatory diagram showing an example of a map that sets the relationship between the operation amount θa of the accelerator pedal 11 and the displacement amount of the steering wheel 7. The steering position adjustment unit 51 displaces the steering wheel 7 toward the rear of the vehicle as the operation amount θa of the accelerator pedal 11 increases. The example shown in FIG. 4 is an example in which a mechanical or control dead zone is provided between the rotational motion of the accelerator pedal 11 and the opening and closing of the intake throttle. In the example shown in FIG. 4, the position St_str of the steering wheel 7 changes gradually toward the rear of the vehicle as the operation amount θa of the accelerator pedal 11 increases from the start of depression of the accelerator pedal 11 to a predetermined operation amount θa_A. In addition, after the operation amount θa of the accelerator pedal 11 exceeds the predetermined operation amount θa_A, until the maximum operation amount θa_max, the ratio of the displacement of the steering wheel 7 to the displacement of the operation amount θa_A of the accelerator pedal 11 is relatively large compared to the case where the operation amount θa of the accelerator pedal 11 is equal to or less than the predetermined operation amount θa_A.

[0031] However, the relationship of the displacement amount of the steering wheel 7 with respect to the operation amount θa of the accelerator pedal 11 is not limited to the example shown in Fig. 4. For example, the operation amount θa of the accelerator pedal 11 at which the position St_str of the steering wheel 7 starts to change, the operation amount θa of the accelerator pedal 11 at which the displacement amount of the steering wheel 7 toward the rear of the vehicle becomes maximum, and the displacement amount of the steering wheel 7 with respect to the change in the operation amount θa of the accelerator pedal 11 are appropriately set according to the vehicle characteristics such as the setting state of the opening and closing operation of the intake throttle accompanying the rotation operation of the accelerator pedal 11, the reaction force of the return spring of the accelerator pedal 11, and the static friction of the steering position variable mechanism 31. This makes it possible to prevent the steering wheel 7 from vibrating due to a sudden increase in the operation amount θa of the accelerator pedal 11 by the driver D or a sudden increase in the operation amount θa of the accelerator pedal 11 unintended by the driver D. In addition, since the feeling of operating the accelerator pedal 11 by the foot depends largely on the reaction force of the pedal, by appropriately setting the relationship between the amount of operation θa of the accelerator pedal 11 and the amount of displacement of the steering wheel 7, a reaction force equivalent to the reaction force received by the foot can be applied to the driver's hand, thereby making the operation sensations of the foot and hand closer to each other.

[0032] Furthermore, the steering position adjustment unit 51 stops driving the electric motor 33 of the steering position variable mechanism 31 or reduces the driving torque of the electric motor 33 while the accelerator pedal position adjustment unit 53 drives the actuator 15 to adjust the operation amount θa of the accelerator pedal 11. In the example of this embodiment, when the force F_str with which the driver D presses the steering wheel 7 detected by the force sensor 37 exceeds a preset threshold value F_str_0, the steering position adjustment unit 51 stops driving the electric motor 33. This prevents the driver D from sticking his / her arms out in front when sensing the risk of a collision, for example, from impeding the operation of returning the steering wheel 7 to the front side of the vehicle, and allows the accelerator pedal position adjustment unit 53 to efficiently perform the operation of returning the operation amount θa of the accelerator pedal 11 to zero.

[0033] The steering position adjustment unit 51 may also control the driving of the electric motor 33 of the steering position variable mechanism 31 based on the depression force F_acc of the accelerator pedal 11 detected by the depression force sensor 17. For example, when the driver D is depressing the accelerator pedal 11, the depression force F_acc of the accelerator pedal 11 is a value corresponding to the reaction force of the return spring of the accelerator pedal 11. Therefore, when the depression force F_acc of the accelerator pedal 11 exceeds a preset threshold value F_acc_0, the steering position adjustment unit 51 changes the position St_str of the steering wheel 7 according to the operation amount θa of the accelerator pedal 11. The threshold value F_acc_0 is set in advance to an appropriate value equal to or greater than 0, taking into consideration the force required when the driver D depresses the accelerator pedal 11. This makes it possible to meet the usage request of the driver D who does not like the displacement of the steering wheel 7 during normal driving other than an emergency. On the other hand, when the accelerator pedal 11 is mistakenly depressed during an emergency, a force that displaces the steering wheel 7 backward is generated, and the driver D's hand can feel the movement of the driver D's foot.

[0034] In addition, the steering position adjustment unit 51 may limit the speed at which the position St_str of the steering wheel 7 is changed according to the operation amount θa of the accelerator pedal 11 when the change speed |ΔF_acc / dt| of the depression force F_acc of the accelerator pedal 11 exceeds a preset threshold value ΔF_acc / dt_A. The threshold value ΔF_acc / dt_A is set in advance to an appropriate value that allows a steep rise and a steep drop in the depression force F_acc of the accelerator pedal 11 to be detected. This makes it possible to prevent the steering wheel 7 from vibrating due to a sudden change in the operation amount θa of the accelerator pedal 11 by the driver D or a sudden change in the operation amount θa of the accelerator pedal 11 unintended by the driver D. Note that the steering position adjustment unit 51 may set an upper limit in advance to the speed at which the position St_str of the steering wheel 7 is changed.

[0035] In addition, the steering position adjustment unit 51 may control the driving of the electric motor 33 of the steering position variable mechanism 31 based on the acceleration at the time of depressing the accelerator pedal 11 detected by an acceleration sensor instead of the pedal force sensor 17. In this case, the steering position adjustment unit 51 may filter the input signal from the acceleration sensor using a low-pass filter or the like, so as not to change the position of the steering wheel 7 based on the rotational movement of the accelerator pedal 11 exceeding a predetermined acceleration that cannot occur in the normal driving operation of the driver D. This makes it possible to prevent the steering wheel 7 from vibrating due to an impulse-like input or high-frequency vibration input that is unintended by the driver D.

[0036] In addition, the steering position adjustment unit 51 may change the position St_str of the steering wheel 7 according to the operation amount θa of the accelerator pedal 11 when the acceleration when the operation amount θa of the accelerator pedal 11 changes exceeds a preset threshold. This makes it possible to meet the usage request of the driver D who does not like the displacement of the steering wheel 7 during normal driving other than an emergency, for example. On the other hand, when the accelerator pedal 11 is mistakenly depressed in an emergency, a force that displaces the steering wheel 7 backward is generated, and the movement of the driver D's foot can be felt by the driver D's hand.

[0037] (Accelerator pedal position adjustment part) When the steering wheel 7 is pushed forward with the steering wheel 7 displaced toward the rear of the vehicle, the accelerator pedal position adjustment unit 53 displaces the accelerator pedal 11 in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero (see FIG. 5). In this embodiment, the accelerator pedal position adjustment unit 53 controls the drive of the actuator 15 that adjusts the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7 detected by the steering position detection unit 35. This makes it possible to return the operation amount θa of the accelerator pedal 11 to zero as the driver D thrusts his arm forward.

[0038] In addition, the accelerator pedal position adjustment unit 53 may control the driving of the actuator 15 based on the position St_str of the steering wheel 7 to adjust the operation amount θa of the accelerator pedal 11 when the force F_str of the driver D pushing the steering wheel 7 detected by the force sensor 37 exceeds a preset threshold value F_str_0. The threshold value F_str_0 can be set in advance to an arbitrary value equal to or greater than 0. For example, the threshold value F_str_0 is set to an appropriate value so that the force of the driver D pushing the steering wheel 7 during normal driving operation does not exceed the threshold value F_str_0. This makes it possible to meet the usage request of the driver D who does not like the displacement of the steering wheel 7 and the displacement of the accelerator pedal 11 to be linked during normal driving other than an emergency. On the other hand, when the driver D puts his / her arm out in front due to a panicked state in an emergency, a force to return the accelerator pedal 11 is generated by the change in the position St_str of the steering wheel 7, and the accelerator pedal 11 is prevented from being erroneously depressed further. Furthermore, the accelerator pedal position adjustment unit 53 may filter the input signal from the force sensor 37 using a low-pass filter or the like, so as not to displace the operation amount θa of the accelerator pedal 11 when the force F_str pressing the steering wheel 7 exceeds a predetermined value that cannot occur during normal driving operations of the driver D. This makes it possible to prevent the accelerator pedal 11 from vibrating due to an unintended impulse-like input or high-frequency vibration input unintended by the driver D.

[0039] In addition, the accelerator pedal position adjustment unit 53 may control the driving of the actuator 15 based on the acceleration when the position St_str of the steering wheel 7 changes, which is detected by an acceleration sensor instead of the force sensor 37. For example, when the acceleration when the position St_str of the steering wheel 7 changes exceeds a preset threshold, the accelerator pedal position adjustment unit 53 may displace the operation amount θa of the accelerator pedal 11 according to the position St_str of the steering wheel 7. The threshold can be set in advance to an arbitrary value equal to or greater than 0. For example, the threshold is set to an appropriate value so that the force with which the driver D presses the steering wheel 7 during normal driving operation does not exceed the threshold. This makes it possible to meet the usage request of the driver D who does not like the displacement of the steering wheel 7 and the displacement of the accelerator pedal 11 to be linked during normal driving other than an emergency. On the other hand, when the driver D puts his / her arm forward due to a panicked state in an emergency, a force to return the accelerator pedal 11 is generated by the change in the position St_str of the steering wheel 7, and it is possible to prevent the accelerator pedal 11 from being erroneously depressed further. Furthermore, the accelerator pedal position adjustment unit 53 may filter the input signal from the acceleration sensor using a low-pass filter or the like, so as not to displace the operation amount θa of the accelerator pedal 11 based on a change in the position St_str of the steering wheel 7 exceeding a predetermined acceleration that cannot occur during normal driving operations by the driver D. This makes it possible to prevent the accelerator pedal 11 from vibrating due to an unintended impulse-like input or high-frequency vibration input unintended by the driver D.

[0040] For example, the accelerator pedal position adjustment unit 53 may adjust the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7 using the map shown in FIG. 4, or may adjust the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7 using a different map.

[0041] (Brake operation instruction unit) Brake operation command unit 55 generates a command signal to generate a braking force on the vehicle by further pushing steering wheel 7 forward after accelerator pedal position adjustment unit 53 returns accelerator pedal 11 operation amount θa to zero. While accelerator pedal position adjustment unit 53 has a function of returning accelerator pedal 11 operation amount θa to zero in response to driver D thrusting his / her arm forward, thereby suppressing the acceleration of the vehicle, brake operation command unit 55 has a function of further generating a braking force on the vehicle.

[0042] For example, when the accelerator pedal position adjustment unit 53 returns the operation amount θa of the accelerator pedal 11 to zero based on the map shown in Fig. 4, the steering wheel 7 is located at a reference position St_str_0 (a position of plus or minus zero in Fig. 2). In this case, the brake operation instruction unit 55 generates an instruction signal to generate a braking force when the steering wheel 7 is displaced further toward the front of the vehicle (the plus side in Fig. 2) than the reference position St_str_0, and transmits the instruction signal to the brake control device 60. Having received the instruction signal, the brake control device 60 generates a braking force to decelerate the vehicle. The brake control device 60 may generate the braking force by driving a hydraulic brake device, or may generate the braking force by regeneratively driving a motor that drives the wheels.

[0043] Although the target value of the braking force to be generated may be a constant value, the brake operation command unit 55 may increase the target value of the braking force to be generated as the amount of change in the position St_str of the steering wheel 7 from the reference position St_str_0 increases when the position St_str of the steering wheel 7 changes to the vehicle front side from the reference position St_str_0. This makes it possible to increase the braking force according to the degree of panic inferred from the driver D's action of thrusting his / her arms forward.

[0044] The timing when the brake operation command unit 55 starts transmitting an instruction signal to generate a braking force to the brake control device 60 is not limited to after the operation amount θa of the accelerator pedal 11 is returned to zero, and the brake operation command unit 55 may transmit an instruction signal to generate a braking force to the brake control device 60 before the operation amount θa of the accelerator pedal 11 is returned to zero. In other words, the brake operation command unit 55 may transmit an instruction signal to generate a braking force to the brake control device 60 before the steering wheel 7 is returned to the reference position St_str_0.

[0045] <1-3. Operation> Next, the operation of the pedal misapplication accident prevention device 10 according to this embodiment will be described. 6 is a flowchart showing the operation of the control device 50 of the pedal misapplication accident prevention device 10. The flowchart described below may be executed continuously while the vehicle system is running, but in this embodiment, it is executed with the system activation switch 41 turned on.

[0046] First, the steering position adjustment unit 51 judges whether or not the pedal force F_acc of the accelerator pedal 11 detected based on the sensor signal of the pedal force sensor 17 exceeds a preset threshold value F_acc_0 (step S11). The threshold value F_acc_0 is an arbitrary value equal to or greater than 0 that is set in advance in consideration of the force required when the driver D presses the accelerator pedal 11. If the detected pedal force F_acc is equal to or less than the threshold value F_acc_0 (S11 / No), the steering position adjustment unit 51 repeats the judgment of step S11.

[0047] On the other hand, if the detected pedal force F_acc exceeds the threshold value F_acc_0 (S11 / Yes), the steering position adjustment unit 51 judges whether or not the rate of change |ΔF_acc / dt| of the pedal force F_acc of the accelerator pedal 11 exceeds a preset threshold value ΔF_acc / dt_A (step S13). The threshold value ΔF_acc / dt_A is preset as a value that allows detection of a steep change in the pedal force F_acc of the accelerator pedal 11. If the rate of change |ΔF_acc / dt| of the pedal force F_acc of the accelerator pedal 11 does not exceed the threshold value ΔF_acc / dt_A (S13 / No), the process proceeds directly to step S17.

[0048] On the other hand, if the rate of change |ΔF_acc / dt| of the depression force F_acc of the accelerator pedal 11 exceeds the threshold value ΔF_acc / dt_A (S13 / Yes), the steering position adjustment unit 51 limits the rate of change of the position of the steering wheel 7 by the steering position variable mechanism 31 (step S15). That is, in cases such as when the depression force F_acc of the accelerator pedal 11 changes abruptly, the rate of change of the position of the steering wheel 7 is limited so that vibration is not generated in the steering wheel 7 as a result of a rapid change in the position St_str of the steering wheel 7. Specifically, the rotation speed of the electric motor 33 of the steering position variable mechanism 31 is limited.

[0049] Next, the steering position adjustment unit 51 controls the driving of the electric motor 33 of the steering position variable mechanism 31 based on the operation amount θa of the accelerator pedal 11 detected based on the sensor signal of the accelerator pedal position detection unit 13, and changes the position St_str of the steering wheel 7 toward the rear of the vehicle (step S17). For example, the steering position adjustment unit 51 refers to the map shown in Fig. 4 and controls the driving of the electric motor 33 so that the steering wheel 7 is positioned toward the rear of the vehicle as the operation amount θa of the accelerator pedal 11 increases. This creates a state in which the steering wheel 7 can be moved forward when the driver D puts his / her arm out in front.

[0050] Next, the accelerator pedal position adjustment unit 53 judges whether or not the force F_str with which the driver D presses the steering wheel 7, detected based on the sensor signal of the force sensor 37, exceeds a preset threshold value F_str_0 (step S19). The threshold value F_str_0 is an arbitrary value equal to or greater than 0 that is set in advance so that the force with which the driver D presses the steering wheel 7 during normal driving operations does not exceed the threshold value F_str_0. If the detected force F_str is equal to or less than the threshold value F_str_0 (S19 / No), the process returns to step S11, and the steering position adjustment unit 51 continues to adjust the position St_str of the steering wheel 7 based on the operation amount θa of the accelerator pedal 11.

[0051] On the other hand, when the detected force F_str exceeds the threshold value F_str_0 (S19 / Yes), the accelerator pedal position adjustment unit 53 filters the sensor signal of the steering position detection unit 35 using a low-pass filter (step S21). This makes it possible to prevent the accelerator pedal 11 from vibrating due to the fluctuation of the position St_str of the steering wheel 7 unintended by the driver D. Next, the accelerator pedal position adjustment unit 53 drives the actuator 15 that adjusts the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7 detected based on the signal after filtering, and returns the operation amount θa of the accelerator pedal 11 to the direction of zero (step S23). For example, the accelerator pedal position adjustment unit 53 refers to the map shown in FIG. 4 and adjusts the operation amount θa of the accelerator pedal 11 based on the position St_str of the steering wheel 7. This makes it possible to prevent the accelerator pedal 11 from being depressed when the driver D takes an action of thrusting his / her arms forward due to panic in the event of an abnormality. In addition, the driver D can feel the reaction force against the depression of the accelerator pedal 11 by the driver D in his / her hand, and can be made aware of the driver D's erroneous operation. This is expected to help the driver D recover from a panicked state.

[0052] Next, the brake operation command unit 55 judges whether or not the position St_str of the steering wheel 7 is forward of the reference position St_str_0 (step S25). If the position St_str of the steering wheel 7 is not forward of the reference position St_str_0 (S25 / No), the process returns to step S19, and the accelerator pedal position adjustment unit 53 judges whether or not the force F_str with which the driver D presses the steering wheel 7 exceeds a preset threshold value F_str_0.

[0053] On the other hand, when the position St_str of the steering wheel 7 is ahead of the reference position St_str_0 (step S25 / Yes), the brake operation command unit 55 generates a command signal to generate a braking force for the vehicle and transmits the command signal to the brake control device 60 (step S27). For example, the brake operation command unit 55 sets a target value of the generated braking force to a larger value as the difference between the position St_str of the steering wheel 7 ahead of the reference position St_str_0 and the reference position St_str_0 increases, and transmits the command signal. This causes the brake control device 60 to generate a braking force for the vehicle, causing the vehicle to decelerate.

[0054] <1-4. Effect> Next, the operation of the pedal misapplication accident prevention device 10 according to this embodiment will be described. FIG. 7 shows an example of changes in the operation amount θa of the accelerator pedal 11, the position St_str of the steering wheel 7, and the vehicle speed V while the pedal misapplication accident prevention device 10 is in operation.

[0055] In the example shown in Fig. 7, from the time t1 when the driver D starts to depress the accelerator pedal 11 until the time t2 when the intake throttle starts to open, the position St_str of the steering wheel 7 changes gradually toward the rear of the vehicle (negative side) as the operation amount θa of the accelerator pedal 11 increases (see Fig. 4). During this period, the vehicle speed V does not increase.

[0056] At time t2, when the intake throttle starts to open, the speed of change of the position St_str of the steering wheel 7 increases with an increase in the amount of operation θa of the accelerator pedal 11 (see FIG. 4). Furthermore, the vehicle speed V increases with the increase in the amount of operation θa of the accelerator pedal 11.

[0057] After that, at time t3, the driver D stops depressing the accelerator pedal 11, and the operation amount θa of the accelerator pedal 11 is held at a constant value, and the vehicle speed V is also held at a constant value.

[0058] At time t4, an emergency such as another vehicle or a pedestrian suddenly jumping out in front of the vehicle occurs, and the driver D panics and takes an action of thrusting his arm forward. Then, the steering wheel 7 is pushed forward, and the position St_str of the steering wheel 7 starts to change forward. Along with this, a reaction force against the depression of the accelerator pedal 11 by the driver D is generated, and the accelerator pedal 11 is displaced in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero, and the vehicle speed V starts to decrease. At this time, even if the driver D panics and takes an action to press the accelerator pedal 11 by mistake for the brake pedal, the accelerator pedal 11 is returned by the action of thrusting his arm, so that the acceleration of the vehicle can be prevented. In addition, the driver D can feel the reaction force against the depression of the accelerator pedal 11 by the driver D, and the driver D can be made aware of his own mistaken operation. This can be expected to recover the driver D from the panic state.

[0059] Next, at time t5, the position St_str of the steering wheel 7 is returned to the reference position St_str_0, and the operation amount θa of the accelerator pedal 11 becomes zero. In this embodiment, if the steering wheel 7 is pushed forward beyond the reference position St_str_0 after time t5, a braking force is generated in the vehicle, and the vehicle is stopped at time t6.

[0060] <1-5.Effects> As described above, the pedal misapplication accident prevention device 10 according to this embodiment changes the position St_str of the steering wheel 7 toward the rear of the vehicle when the accelerator pedal 11 is depressed, and creates a state in which the steering wheel 7 can be moved forward when the driver D takes the action of thrusting his / her arm forward. In addition, when the driver D takes the action of thrusting his / her arm forward due to panic in an abnormality, the pedal misapplication accident prevention device 10 displaces the accelerator pedal 11 in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero as the steering wheel 7 is pushed forward. Therefore, in an abnormality, a reaction force against the action of the driver D depressing the accelerator pedal 11 is generated, and the driver D can be prevented from depressing the accelerator pedal 11 further. In addition, the driver D can feel the reaction force against the depression of the accelerator pedal 11 by the driver D, and the driver D can be made aware that he / she is making an erroneous operation. This is expected to help the driver D recover from the panicked state. Furthermore, as the steering wheel 7 is pushed forward, the accelerator pedal 11 is displaced in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero, so that the vehicle can be decelerated. In this way, the pedal misapplication accident prevention device 10 according to this embodiment can utilize the behavior of the driver D in a panicked state to prevent accidents caused by the accelerator pedal 11 misapplication or mitigate the impact of the accident.

[0061] Moreover, the pedal misapplication accident prevention device 10 according to this embodiment transmits an instruction signal to generate a braking force to the brake control device 60 when the steering wheel 7 is pushed further forward than the reference position St_str_0. This actively decelerates the vehicle, thereby suppressing accidents caused by the accelerator pedal 11 misapplication or enhancing the effect of mitigating the impact of the accident.

[0062] Furthermore, in the pedal misapplication accident prevention device 10 according to this embodiment, when the force F_str with which the driver D pushes the steering wheel 7 forward exceeds a predetermined threshold value F_str_0, the steering position adjustment unit 51 stops the operation of changing the position St_str of the steering wheel 7 based on the operation amount θa of the accelerator pedal 11 or reduces the drive torque of the electric motor 33. As a result, when the driver D thrusts his / her arm forward, the operation of returning the steering wheel 7 to the front of the vehicle is not hindered, and the operation of the accelerator pedal position adjustment unit 53 to return the operation amount θa of the accelerator pedal 11 to zero can be efficiently executed.

[0063] <1-6. Application Examples> Next, an application example of the pedal misapplication accident prevention device 10 according to the above embodiment will be described. The pedal misapplication accident prevention device 10 according to the above embodiment is constructed as a device that links the operation amount θa of the accelerator pedal 11 and the position St_str of the steering wheel 7, but it may also be configured to link the position St_str of the steering wheel 7 and the operation amount θb of the brake pedal.

[0064] The pedal misapplication accident prevention device according to the application example further includes an actuator that displaces the brake pedal, and a brake pedal position adjustment unit that controls the drive of the actuator that displaces the brake pedal. Meanwhile, the pedal misapplication accident prevention device according to the application example can omit the brake operation instruction unit 55 from the functional configuration of the control device 50. The actuator that displaces the brake pedal may be an electric motor or the like, similar to the actuator 15 that displaces the accelerator pedal 11. Also, the brake pedal position adjustment unit is provided as a function of the control device 50.

[0065] When the steering wheel 7 is pushed back forward in a state in which the steering wheel 7 has been displaced toward the rear of the vehicle by the steering wheel position adjustment unit 51, the brake pedal position adjustment unit drives the actuator to displace the brake pedal in a direction in which the brake pedal operation amount θb increases. In this case, the brake operation instruction unit 55 of the control device 50 in the above embodiment is not necessary, and the brake system is operated based on the brake pedal operation amount θb to generate braking force. In the application example, the position St_str of the steering wheel 7 at which the brake pedal operation amount θb starts to increase when the steering wheel 7 is returned toward the front of the vehicle can be set appropriately.

[0066] When the driver D thrusts his / her arm forward while the accelerator pedal 11 is depressed and the steering wheel 7 is displaced toward the rear of the vehicle, the pedal misapplication accident prevention device according to the application example generates a reaction force against the depression of the accelerator pedal 11 to suppress further depression of the accelerator pedal 11, returns the operation amount θa of the accelerator pedal 11 to zero, and increases the operation amount θb of the brake pedal to generate a braking force for the vehicle. Therefore, by increasing the operation amount θb of the brake pedal by utilizing the behavior of the driver D in a panic state, it is possible to prevent accidents caused by the accelerator pedal 11 being misapplication or to mitigate the impact of an accident.

[0067] <<2. Second embodiment>> Next, a pedal misapplication accident prevention device according to a second embodiment of the present disclosure will be described. While the pedal misapplication prevention device in the first embodiment is configured using sensors and electrical control devices, the pedal misapplication prevention device in the second embodiment is configured using a mechanical mechanism that does not use electrical control devices.

[0068] Figures 8 and 9 are schematic diagrams showing a pedal misapplication accident prevention device 70 according to this embodiment. Figure 8 shows an example of a first transmission mechanism 75 that transmits the operation of a movable part of the accelerator pedal 11 caused by an increase in the operation amount θa of the accelerator pedal 11 to a steering position variable mechanism 73 to move the steering wheel 7 toward the rear of the vehicle. Figure 9 shows an example of a second transmission mechanism 85 that transmits the operation of the steering position variable mechanism 73 caused by the movement of the steering wheel 7 toward the front of the vehicle to a movable part of the brake pedal 12 to increase the operation amount of the brake pedal 12.

[0069] In the pedal misapplication accident prevention device 70, the steering position adjustment unit and the accelerator pedal position adjustment unit include a first transmission mechanism 75 and a second transmission mechanism 85. The first transmission mechanism 75 transmits the operation of a movable part of the accelerator pedal 11 caused by an increase in the operation amount θa of the accelerator pedal 11 to the steering position variable mechanism 73, thereby moving the steering wheel 7 toward the rear of the vehicle. In addition, the first transmission mechanism 75 transmits the operation of the steering position variable mechanism 73 to the movable part when the steering wheel 7 is pushed back forward in a state in which the steering wheel 7 is displaced toward the rear of the vehicle, thereby displacing the accelerator pedal 11 in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero.

[0070] 8 includes a first pulley 71, a second pulley 74, an intermediate pulley 77, and a wire 79. The first pulley 71 is fixed coaxially with the rotation axis of the accelerator pedal 11, and rotates in response to the displacement of the accelerator pedal 11. The second pulley 74 is fixed coaxially with a pinion gear (not shown) of a rack-and-pinion type steering position variable mechanism 73. Both ends of the wire 79 are wound around the first pulley 71 and the second pulley 74, respectively. In addition, the center portion of the wire 79 is wound around the intermediate pulley 77.

[0071] One end of the wire 79 wound around the first pulley 71 is wound in a direction in which the wire 79 is pulled toward the accelerator pedal 11 and wound around the first pulley 71 when the accelerator pedal 11 is depressed. The other end of the wire 79 wound around the second pulley 74 is wound in a direction in which the wire 79 is pulled toward the steering wheel 7 and wound around the second pulley 74 when the steering wheel 7 moves toward the front of the vehicle. Therefore, when the driver D depresses the accelerator pedal 11 and the operation amount θa of the accelerator pedal 11 increases, the wire 79 is wound around the first pulley 71 while being led out from the second pulley 74, and the steering wheel 7 is displaced toward the rear of the vehicle. Also, when the driver D takes an action of thrusting his arm forward and the steering wheel 7 is displaced toward the front of the vehicle, the wire 79 is wound around the second pulley 74 while being led out from the first pulley 71, and the accelerator pedal 11 is displaced in a direction in which the operation amount θa of the accelerator pedal 11 becomes zero.

[0072] The winding diameter of the wire 79 around the first pulley 71 and the winding diameter of the wire 79 around the second pulley 74 are set according to the ratio of the displacement amount of the steering wheel 7 to the displacement amount of the operation amount θa of the accelerator pedal 11. Alternatively, instead of or in addition to the first pulley 71, or instead of or in addition to the second pulley 74, a reducer or a speed increaser formed by a combination of multiple gears may be provided to set the ratio of the displacement amount of the steering wheel 7 to the displacement amount of the operation amount θa of the accelerator pedal 11.

[0073] The second transmission mechanism 85 transmits the operation of the steering position variable mechanism 73 caused by the movement of the steering wheel 7 toward the vehicle front side from the reference position to the movable part of the brake pedal 12, thereby increasing the operation amount of the brake pedal 12. The second transmission mechanism 85 illustrated in FIG. 9 is configured to include a first pulley 81, a second pulley 84, an intermediate pulley 87, and a wire 89, similar to the first transmission mechanism 75. However, the winding direction of the wire 89 around the first pulley 81 is opposite to the winding direction of the wire 79 around the first pulley 71 of the first transmission mechanism 75. Therefore, when the driver D pushes the steering wheel 7 toward the vehicle front side, the wire 89 is wound around the second pulley 84 and led out from the first pulley 81, and the brake pedal 12 is displaced in a direction in which the operation amount of the brake pedal 12 increases.

[0074] In the second transmission mechanism 85 as well, the winding diameter of the wire 89 around the first pulley 81 and the winding diameter of the wire 89 around the second pulley 84 are set according to the ratio of the displacement amount of the operation amount of the brake pedal 12 to the displacement amount of the steering wheel 7. Alternatively, instead of or in addition to the first pulley 81, or instead of or in addition to the second pulley 84, a reducer or a speed increaser formed by a combination of multiple gears may be provided to set the ratio of the displacement amount of the operation amount of the brake pedal 12 to the displacement amount of the steering wheel 7.

[0075] The pedal misapplication accident prevention device 70, which is made of a mechanical mechanism, can also change the position of the steering wheel 7 toward the rear of the vehicle when the accelerator pedal 11 is depressed, and can create a state in which the steering wheel 7 can be moved forward when the driver D puts his arms forward. In addition, when the driver D puts his arms forward due to panic in an abnormality, the pedal misapplication accident prevention device 70 displaces the accelerator pedal 11 in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero as the steering wheel 7 is pushed forward. Therefore, in an abnormality, a reaction force is generated against the action of the driver D to press the accelerator pedal 11, and the driver D can be prevented from further pressing the accelerator pedal 11. In addition, the driver D can feel the reaction force against the depression of the accelerator pedal 11 by the driver D, and the driver D can be made aware that he is making an erroneous operation. This is expected to help the driver D recover from the panicked state. Furthermore, as the steering wheel 7 is pushed forward, the accelerator pedal 11 is displaced in a direction in which the operation amount θa of the accelerator pedal 11 returns to zero, so that the vehicle can be decelerated. In this way, the pedal misapplication accident prevention device 70 according to this embodiment can utilize the behavior of the driver D in a panicked state to prevent accidents caused by the accelerator pedal 11 misapplication or mitigate the impact of an accident.

[0076] Moreover, the pedal misapplication accident prevention device 70 according to this embodiment displaces the brake pedal 12 in a direction that increases the amount of operation of the brake pedal 12 when the steering wheel 7 is pressed further forward than the reference position St_str_0. This actively decelerates the vehicle, thereby making it possible to suppress accidents caused by the accelerator pedal 11 being misapproved, or to enhance the effect of mitigating the impact of an accident.

[0077] The configuration example of the pedal misapplication accident prevention device 70 shown in FIG. 8 is merely one example and can be modified as appropriate. For example, the member that transmits rotation between the first pulley and the second pulley is not limited to a wire, and may be other members such as a belt or a chain. The first pulley, the second pulley, and the intermediate pulley may be gears. The number of intermediate pulleys is not limited to one, and may be any appropriate number. Furthermore, a configuration may be made in which a part of the wire is disposed inside a tube fixed at an appropriate position, and the rotational movement of the accelerator pedal 11 or the brake pedal 12 and the movement of the steering position variable mechanism 31 caused by the displacement of the steering wheel 7 in the vehicle longitudinal direction can be transmitted to each other without using an intermediate pulley.

[0078] Although the preferred embodiment of the present disclosure has been described in detail above with reference to the accompanying drawings, the present disclosure is not limited to such examples. It is clear that a person having ordinary knowledge in the technical field to which the present disclosure belongs can conceive of various modified or amended examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally belong to the technical scope of the present disclosure.

[0079] For example, the following forms also fall within the technical scope of the present disclosure. The pedal misapplication accident prevention device 10 according to the first embodiment further includes a brake operation instruction unit that generates an instruction signal for generating a braking force for the vehicle, The brake operation instruction unit is a pedal misapplication accident prevention device that generates an instruction signal to generate braking force in the vehicle when the steering wheel is further pushed forward after the accelerator pedal operation amount is returned to zero by the accelerator pedal position adjustment unit.

[0080] In the pedal misapplication accident prevention device 10 according to the first embodiment, an actuator that displaces a brake pedal; a brake pedal position adjustment unit that controls the drive of an actuator that displaces the brake pedal, The brake pedal position adjustment unit is a pedal misapplication accident prevention device that displaces the brake pedal in a direction that increases the amount of brake pedal operation when the steering wheel is displaced toward the rear of the vehicle and then pushed back forward.

[0081] In the pedal misapplication accident prevention device 70 according to the second embodiment, the steering position adjustment unit and the accelerator pedal position adjustment unit are A pedal misapplication accident prevention device comprising a transmission mechanism that transmits the operation of a movable part of the accelerator pedal due to an increase in the amount of operation of the accelerator pedal to a steering position variable mechanism, thereby moving the steering wheel toward the rear of the vehicle, and also transmits the operation of the steering position variable mechanism to a movable part when the steering wheel is pushed back forward with the steering wheel displaced toward the rear of the vehicle, thereby displacing the accelerator pedal in a direction in which the amount of operation of the accelerator pedal returns to zero. [Explanation of symbols]

[0082] 7...Steering, 9...Steering shaft, 10...Pedal misapplication accident prevention device, 11...Accelerator pedal, 13...Accelerator pedal position detection unit, 15...Actuator, 17...Pedal force sensor, 31...Steering position variable mechanism, 33...Electric motor, 35...Steering position detection unit, 37...Force sensor, 50...Control device, 51...Steering position adjustment unit, 53...Accelerator pedal position adjustment unit, 55...Brake operation instruction unit, 70...Pedal misapplication accident prevention device, 71...First pulley, 73...Steering position variable mechanism, 74...Second pulley, 75...Transmission mechanism, 77...Intermediate pulley, 79...Wire

Claims

1. a steering position variable mechanism for displacing the steering in the front-rear direction of the vehicle; a steering position adjustment unit that displaces the steering wheel in response to an amount of operation of an accelerator pedal operated by a driver so that the steering wheel is positioned toward the rear of the vehicle as the amount of operation of the accelerator pedal increases; an accelerator pedal position adjustment unit that displaces the accelerator pedal in a direction in which an operation amount of the accelerator pedal returns to zero when the steering wheel is pushed back forward in a state in which the steering wheel is displaced toward the rear of the vehicle; This device prevents accidents caused by pedal misapplication.

2. An accelerator pedal position detector that detects an amount of operation of the accelerator pedal, the steering position variable mechanism includes a first actuator that displaces the steering; The steering position adjustment unit controls the drive of the first actuator based on the amount of operation of the accelerator pedal detected by the accelerator pedal position detection unit.

2. The pedal misapplication accident prevention device according to claim 1.

3. The accelerator pedal may further include a pedal force sensor that detects the force with which the driver presses the accelerator pedal. The steering position adjustment unit controls the drive of the first actuator based on the depression force of the accelerator pedal detected by the depression force sensor.

3. The pedal misapplication accident prevention device according to claim 2.

4. An acceleration sensor that detects the acceleration of the displacement of the accelerator pedal is further provided. The steering position adjustment unit controls the drive of the first actuator based on the acceleration of the displacement of the accelerator pedal detected by the acceleration sensor.

3. The pedal misapplication accident prevention device according to claim 2.

5. a steering position detection unit that detects a position of the steering wheel in the vehicle front-rear direction; A second actuator that displaces the accelerator pedal, 5. The pedal misapplication accident prevention device according to claim 2, wherein when the steering wheel is displaced toward the rear of the vehicle and the steering wheel is pushed back forward, the accelerator pedal position adjustment unit drives the second actuator to displace the accelerator pedal in a direction in which the operation amount of the accelerator pedal returns to zero.

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