Accelerator pedal misoperation prevention mechanism

Abstract

To prevent a vehicle from traveling out of control, by cancelling accelerator operation when an accelerator pedal is stepped excessively instead of a brake pedal by mistake.SOLUTION: An accelerator pedal wrong operation eliminating mechanism comprises: accelerator arm actuating members 3 and 6 energized by a spring 17 and turnably mounted on a frame 2 mounted on a vehicle body; a claw lever 13, turnably mounted with a first interlock member 14 connected to an accelerator actuator 16, which can be engaged, energized by a spring 19, with the first interlock member turnably with respect to the accelerator arm activating members 3 and 6. When an accelerator pedal 3a is stepped in a normal angle range, the claw lever 13 engages with the first interlock member 14 to actuate the accelerator actuator 16, and when the pedal is stepped excessively beyond the normal range, the engagement of the claw lever 13 with the first interlock member 14 is released, thereby, allowing the first interlock member 14 to turn to return in a direction that accelerator operation is released so as to release the acceleration operation.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] To provide an accelerator pedal erroneous operation elimination mechanism that can prevent a vehicle from running out of control by canceling accelerator operation and further activating a brake when the accelerator pedal is mistaken for a brake pedal and depressed excessively. [Background technology]

[0002] When a driver accelerates a car by depressing the accelerator pedal and then releases his / her foot, if the car ahead suddenly decelerates, he / she must immediately depress the brake pedal fully to stop the car to prevent a rear-end collision. However, if the driver mistakenly depresses the accelerator pedal fully at this time, the car will not slow down or stop, but will instead suddenly accelerate and runaway, resulting in a rear-end collision. In addition, when starting a car, some drivers may mistake the brake pedal for the accelerator pedal and suddenly accelerate, resulting in a collision with the car ahead, a wall, or a building.

[0003] To solve these problems, various retrofit accelerator pedal erroneous operation elimination devices have been proposed for use in completed vehicles. For example, in the invention of Patent Document 1 (hereinafter, the reference numerals in Patent Document 1 will be used to describe), a transmission member 20 (having an arm mechanism 47 to which a stopper rod 70 locked by a lock lever 41 and a throttle valve wire W are connected) is provided between an accelerator arm 40 and a brake arm 10, and when the accelerator arm (accelerator pedal) 40 is depressed within the normal angle range, the front end of the stopper rod 70 abuts against the vehicle body and does not move any further, so that the oscillation of the transmission member 20 is prohibited. However, when the accelerator arm (accelerator pedal) 40 is depressed excessively beyond the normal angle range, the interlocking mechanism causes the lock lever 41 to swing, unlocking the stopper rod 70, and the swinging member 20 becomes free to swing and press against the brake arm 10, activating the brakes. At the same time, the arm mechanism 47 disengages from the engaging arm 56 and becomes free, allowing the throttle valve wire W to return, canceling the accelerator operation and preventing runaway driving.

[0004] Furthermore, in Patent Application No. 2020-138603 (hereinafter, explanation will be made using the symbols in Patent Document 2), the applicant has provided an accelerator arm operating member 29, 3 having an accelerator pedal 3a, an accelerator actuator operating arm 22 connected to an accelerator actuator (connected to a throttle valve) 46, and accelerator operation release members 24, 26, 28 provided between the accelerator arm operating member 29, 3 and the accelerator actuator operating arm 22, and the accelerator operation release members 24, 26, 28 include a pawl lever support rotation block 24, a pawl lever 26 that is rotatably attached to the pawl lever support rotation block 24 and first engages with the accelerator actuator operating arm 22 to enable the accelerator operation, and a pawl lever locking block 28 that is rotatably attached to the accelerator arm rotating member 29, 3 and secondly engages with the pawl lever 26 to enable the accelerator operation. When the depression angle of accelerator pedal 3a is within a normal range, accelerator operation release members 24, 26, 28 rotate integrally based on the first engagement, enabling accelerator operation; when the depression angle of accelerator pedal 3a exceeds the normal range, the second engagement is released, causing pawl lever 26 to rotate in the disengagement direction, thereby moving accelerator actuator 46 back via accelerator actuator operating arm 22 and releasing accelerator operation. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6501333 [Patent Document 2] Patent application No. 2020-138603 Summary of the Invention [Problem to be solved by the invention]

[0006] However, according to the technology of Patent Document 1, the transmission member 20 is attached to the brake arm 10 with many components attached to it, such as the lock lever 41, the stopper rod 70, the arm mechanism 47, and the interlocking mechanism, in addition to the accelerator arm 40. As a result, the weight of the brake arm 10 is significantly greater than the weight originally anticipated by the vehicle manufacturer, which increases the operating load and may pose a safety hazard. Also, because the stopper rod 70 is long and extends forward and backward, and the transmission member 20 is roughly the same size as the brake arm 10, the device is large, making it difficult to secure installation space for the device, and limiting the number of vehicle models in which it can be installed.

[0007] Furthermore, according to the technology of Patent Document 2, the accelerator action release members 24, 26, 28 require the pawl lever support rotation block 24 and the pawl lever locking block 28 in addition to the pawl lever 26, which results in a problem of a large number of components and a complicated configuration.

[0008] The object of the present invention is to provide a mechanism for eliminating erroneous accelerator pedal operation, which cancels accelerator operation and activates the brakes when the accelerator pedal is mistaken for the brake pedal and pressed excessively, preventing the vehicle from running out of control, and which does not place an excessive load on the brake operation by attaching the frame that houses and holds the mechanism to the vehicle body rather than the brake arm, and which does not require large components such as a swinging member, thereby making it possible to make the device more compact. [Means for solving the problem]

[0009] A first aspect of the present invention for achieving the above object comprises a frame (2) fixed to a vehicle body, an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction, a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2), and a pawl lever (13) rotatably attached to the accelerator arm operating member (3, 6) and having a pawl portion (13a) engageable with an engaging portion (14a) of the first interlocking member (14) by being biased by a spring (19), When the accelerator pedal (3a) is depressed within a normal angle range, the engagement between the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), accelerating the vehicle; when the accelerator pedal (3a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to return to its rotational position in the accelerator release direction and returning the accelerator actuator (16) to its normal operation, thereby eliminating the accelerator pedal misoperation.

[0010] A second aspect of the present invention is a vehicle comprising: a frame (2) fixed to a vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to the accelerator actuator (16) and rotatably attached to the frame (2); a pawl lever (13) rotatably attached to the accelerator arm operating member (3, 6) and having a pawl portion (13a) engageable with an engaging portion (14a) of the first interlocking member (14) by being biased by a spring (19); and a brake arm pressing member (10) interlockingly connected to the accelerator arm operating member (3, 6) and attached at a distance from an existing brake arm (28) so as to be able to approach or separate from the existing brake arm (28), When the accelerator pedal (3a) is depressed within a normal angle range, the engagement between the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), accelerating the vehicle. When the accelerator pedal (3a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator release direction, causing the accelerator actuator (16) to return to operation, releasing the accelerator operation, and the brake arm pressing member (10) comes into contact with the existing brake arm (28) and presses and moves it, thereby applying the brakes. This is an accelerator pedal erroneous operation elimination mechanism.

[0011] A third aspect of the present invention is an accelerator pedal erroneous operation elimination mechanism in which a pawl lever disengagement cam block (27) is attached and fixed to the frame (2), and when the accelerator pedal (3 a) is depressed excessively beyond a normal range, the pawl lever (13) is rotated together with the accelerator arm operating member (3, 6), and the pawl lever (13) abuts against the pawl lever disengagement cam block (27) and rotates against the spring (19), thereby disengaging the pawl portion (13 a) of the pawl lever (13) from the engaging portion (14 a) of the first interlocking member (14).

[0012] In a fourth embodiment of the present invention, an existing accelerator arm (32) is provided on the vehicle body, The accelerator actuator (16) is an existing accelerator arm pressing member (16) that is spring-biased in the return direction and rotatably attached to the frame (2), and that has a pressing portion (16c) that can press the existing accelerator arm (32) in the accelerator pedal depression direction.

[0013] In a fifth aspect of the present invention, the accelerator actuator (16) is an accelerator wire provided on the vehicle body.

[0014] In a sixth embodiment of the present invention, a sensing spring (26) for sensing the rotation of the first interlocking member (14) is provided on the frame (2), and when the accelerator pedal (3a) is depressed to the limit position of the normal range, the spring pressing portion (14f) of the first interlocking member (14) directly or indirectly abuts against the sensing spring (26), and the repulsive force based on the spring deformation of the sensing spring (26) conveys the feeling of the limit position of the normal range to the driver.

[0015] In a seventh aspect of the present invention, an interlocking cam plate (8) interlocked with the brake arm pressing member (10) is rotatably attached to the frame (2), the accelerator arm operating member (3, 6) has a first cam portion (6a), and the interlocking cam plate (8) has a second cam portion (8a), When the accelerator arm operating member (3, 6) is depressed excessively, the interlocking cam plate (8) moves toward the front of the vehicle body based on the engagement of the first and second cam portions (6a, 8a), which moves the brake arm pressing member (10) forward and presses the existing brake arm (28) in the same direction, thereby performing braking.

[0016] An eighth aspect of the present invention is an accelerator arm (101) for use in the accelerator pedal erroneous operation elimination mechanism described in any of the first to seventh aspects, comprising an accelerator pedal (102), a mounting bracket (103) attached to the first cam plate (6), and leaf spring members (104, 105) connecting the accelerator pedal (102) and the mounting bracket (103).

[0017] In a ninth aspect of the present invention, at least one pair of the leaf spring members (104, 105) is provided, one leaf spring member (104) is attached and fixed to the accelerator pedal (102) and the mounting bracket (103), and the remaining leaf spring member (105) is attached and fixed to either the accelerator pedal (102) or the mounting bracket (103) and is attached so as to be slidable relative to the other. [Effects of the Invention]

[0018] According to the accelerator pedal erroneous operation elimination mechanism of the present invention, when the accelerator pedal is mistaken for the brake pedal and pressed excessively, the accelerator operation is canceled, preventing the vehicle from running out of control. Moreover, by reducing the number of parts by using only a pawl lever as the component that releases the accelerator operation when the accelerator arm is pressed hard by mistake, the structure can be simplified and the reliability of operation can be improved. [Brief explanation of the drawings]

[0019] [Figure 1A] This is an upper right assembled oblique view of the first embodiment of the accelerator pedal malfunction elimination mechanism of the present invention, in the standby state (before the accelerator pedal is depressed) using the first embodiment of the accelerator arm (i.e., using the leaf spring members 104 and 105 of Figure 11). [Figure 1B] FIG. 10 is an upper right assembled perspective view of a mechanism using a second embodiment of the accelerator arm (i.e., without using a leaf spring member). [Figure 2] 1C is an upper left assembled perspective view of a malfunction elimination mechanism using the second embodiment of the accelerator arm of FIG. 1B. FIG. [Figure 3] FIG. [Figure 4] FIG. [Figure 5A] FIG. [Figure 5B] 1 is a left side view of the vehicle before the accelerator pedal is depressed, with the brake actuation slide bar 10 removed. [Figure 6A] FIG. [Figure 6B] 10 is a right side view of the same, but showing the state where the existing accelerator arm unit 31 and the existing accelerator arm 32 have been removed. FIG. 11 is a view showing the state where the brake actuation sliding bar has been removed. [Figure 7] FIG. 2 is a left side view of the vehicle with the accelerator pedal depressed within a normal angle range. [Figure 8A] FIG. [Figure 8B] This is a right side view of the same as above, but shows the state in which the existing accelerator arm unit 31 and the existing accelerator arm 32 have been removed. [Figure 9] FIG. 10 is a left side view of the vehicle in a state where the accelerator pedal is depressed excessively beyond the normal angle range. [Figure 10A] FIG. [Figure 10B] This is a right side view of the same as above, but shows the state in which the existing accelerator arm unit 31 and the existing accelerator arm 32 have been removed. [Figure 11] FIG. 2 is a left side view of the accelerator arm of the first embodiment of the mechanism before the accelerator pedal is depressed. [Figure 12] FIG. [Figure 13] FIG. [Figure 14] FIG. 2 is a left side view of the vehicle after the accelerator pedal is depressed. [Figure 15] This is a diagram corresponding to FIG. 34 of Patent Document 2. DETAILED DESCRIPTION OF THE INVENTION

[0020] FIG. 1A is an upper right assembled perspective view of a first embodiment of the accelerator pedal malfunction elimination mechanism of the present invention in a standby state when using the first embodiment of the accelerator arm (i.e., using the leaf spring of FIG. 11), and FIG. 1B is a second embodiment of the accelerator arm (i.e., not using leaf spring members 104 and 105). FIGS. 2 and 3 are an upper left assembled perspective view and a front view, respectively, of the malfunction elimination mechanism using the second embodiment of the accelerator arm of FIG. 1B (i.e., not using leaf spring members), and FIG. 4 is an exploded perspective view thereof. FIGS. 5A, 5B, 6A, and 6B are left and right side views, respectively, of the above-mentioned essential parts before the accelerator pedal is depressed. The following explanation will first describe the malfunction elimination mechanism when using the second embodiment of the accelerator arm of FIG. 1B (i.e., not using leaf spring members), and then explain the first embodiment of the accelerator arm (i.e., using leaf spring members 104 and 105 of FIG. 11) from FIG. 11 onward.

[0021] In each figure, reference numeral 1 denotes the accelerator pedal misoperation elimination mechanism, which, as shown in FIG. 4, roughly comprises a frame unit 2, an accelerator arm 3, an accelerator acceleration and cancellation mechanism 4, and a brake activation mechanism 5. This accelerator pedal malfunction elimination mechanism 1 can be retrofitted to a completed vehicle. In this case, a first cam plate 6 is attached and fixed to the accelerator arm 3, as described below, and the first cam plate 6 is manufactured in a unique shape pivoted to the main frame 2Y by a fulcrum pin 7. In other words, the accelerator arm 3 is not originally installed in the vehicle, and is therefore usually distributed on the market as part of the mechanism 1. Reference numeral 28 denotes a brake arm, which is originally installed in the vehicle depending on the vehicle model and is not included in the mechanism 1. An existing accelerator unit 31 and existing accelerator arm 32, described below, are also originally installed in the vehicle and are not included in the mechanism 1.

[0022] The frame unit 2 is formed by assembling a main frame 2Y and a cover frame 2Z to a frame plate 2X with bolts.

[0023] The accelerator arm 3 has an accelerator pedal 3a, and a first cam plate 6 (having a first cam portion 6a and a pivot hole 6b for a pawl lever 13, described later; Figure 4) is attached and fixed to its upper end with a bolt 20 to form the accelerator arm rotating member 3, 6. The first cam plate 6 is pivotally supported by a fulcrum pin 7 so as to be able to rotate freely relative to the main frame 2Y, and is biased in the direction of arrow B (the rotation return direction) by a spring 17 stretched between the main frame 2Y and the first cam plate 6. The accelerator arm 3 and first cam plate 6 are fixed together by a pair of bolts 20 that pass through a pair of holes 6c in the first cam plate 6 and through the circular hole 3b and elongated hole 3c (Figure 4) in the accelerator arm 3. Therefore, by adjusting the position of one bolt 20 within the elongated hole 3c, the mounting angle of the accelerator arm 3 relative to the first cam plate 6 can be adjusted, and as will be described later, when the accelerator pedal 3a is mistaken for the brake pedal 28a and depressed excessively, the accelerator operation can be canceled and the brakes applied, and the angle of the accelerator arm 3 can be adjusted to bring the accelerator pedal 3a into contact with the vehicle body floor surface 110 at the appropriate timing to adjust the braking force. Note that, although the accelerator arm 3 and the first cam plate 6 are separate members as described above, this is not a limitation, and they may also be formed as an integrated member from the beginning.

[0024] The accelerator acceleration and cancellation mechanism 4 generally includes a pawl lever 13, a substantially V-shaped rotating body 14 (composed of a V-shaped rotating body main body 14X, a rotating bar 14Y, and a spring pressing piece 14Z integrally assembled) as a first interlocking member, a connecting rod 15 as a second interlocking member, and a pressing link 16 that presses the existing accelerator arm 31. The pawl lever 13 is pivotally supported by a spring 19 around a pin 13b inserted into a cam plate pivot support hole 6b, and is urged to rotate in the direction of arrow B relative to the first cam plate 6. The V-shaped rotating body main body 14X has an engaging portion 14a (FIG. 4). The rotating bar 14Y is attached and fixed to the V-shaped rotating body main body 14X by a bolt 23 inserted through a hole 14e in the rotating bar 14Y and an attachment hole 14c in the V-shaped rotating body main body 14X. Furthermore, spring pressing piece 14Z has spring pressing plate portion 14f, and is attached and fixed to V-shaped rotating body main body 14X by bolt 14g through mounting hole 14d. V-shaped rotating body 14 is pivotally supported on main frame 2Y about fulcrum pin 7, which passes through pivot hole 14b. V-shaped rotating body 14 is biased to rotate in the direction of arrow B by a built-in spring of existing accelerator unit 31, as will be described later, and in its initial position abuts against stopper plate 2c (FIG. 4) attached and fixed to main frame 2Y.

[0025] In Figure 4, reference numeral 2d denotes a spring support frame fixed to the main frame 2Y with bolts 24. A pin 25 is attached to a spring support plate 2e of the frame so as to be movable up and down. A coil spring 26 is fitted between the lower end head of the pin 25 and the support plate 2e, urging the pin 25 downward. As will be described later, the spring pressing plate 14f of the spring pressing piece 14Z of the V-shaped rotating body 14 can abut against the lower end head of the pin 25. Reference numeral 27 denotes a pawl lever disengagement cam block, which is fixed to the main frame 2Y with bolts 27a below the pawl lever 13 in the direction of arrow C.

[0026] Next, the connecting rod 15 serving as the second interlocking member has a pair of rod end bearings 15b attached to both ends of a rod portion 15a with nuts 15c interposed therebetween, and the overall length can be adjusted by rotating and adjusting the nuts 15c. A bolt 15d is rotatably inserted into the bearing portion 15b1 of each rod end bearing 15b, with one bolt 15d inserted into an upper end hole 14h (FIG. 4) of the pivot bar 14Y and the other bolt 15b inserted into an upper end hole 16a of the pressure link 16. Thus, the V-shaped pivot body 14 (first interlocking member), connecting rod 15 (second interlocking member), and pressure link 16 can rotate in an interlocking manner with the pair of bolts 15d as their respective fulcrums.

[0027] The pressure link 16 is a generally L-shaped plate, and a bolt 16d inserted through a sleeve-shaped pressure bar 16c is fixed to the lower end hole 16b (Fig. 4). The pressure link 16 has a central hole 16e that is pivotally supported on a pin 2b provided on the frame plate 2X.

[0028] The brake actuating mechanism 5 mainly comprises a second cam plate 8 and a brake actuating slide bar 10. The second cam plate 8 has a second cam portion 8a (Fig. 4), and is pivotally supported by a spring 18 around a fulcrum pin 9 that is attached to the main frame 2Y through a lower end hole 8b, while being urged to rotate in the direction of arrow A. At this time, the cam portions 6a and 8a of the first and second cam plates 6 and 8 are opposed to each other but spaced apart so as to be engageable with each other.

[0029] The brake actuation sliding bar 10 is an assembly of a first sliding bar 10X and a second sliding bar 10Y (FIG. 4). The first sliding bar 10X has an elongated hole 10a and a plate portion 10b extending in the front-rear direction. The second sliding bar 10Y also has an elongated hole 10c and a brake arm pressing bar 10d extending in the front-rear direction. A pair of bolts 11 passing through the elongated hole 10c is attached to a screw hole 10b1 in the plate portion 10b of the first sliding bar 10X, thereby fixing the second sliding bar 10Y to the first sliding bar 10X. At this time, the bolts 11 can be loosened and tightened again to adjust the relative position of the second sliding bar 10Y in the front-rear direction with respect to the first sliding bar 10X by using the elongated hole 10c. This allows adjustment of the timing when the pressing bar 10d abuts against the brake arm 28 to activate the brake.

[0030] Furthermore, the brake operating slide bar 10 has an elongated hole 10a in the first slide bar 10X that engages with the pin 2a (FIG. 4) of the main frame 2Y, and a fulcrum pin 12 that passes through a hole 10e in the first slide bar 10X is pivotally fixed to the upper end hole 8c of the second cam plate 8. As a result, when the accelerator arm 3 is rotated back and forth in the directions of arrows A and B, the brake operating slide bar 10 can move back and forth in the directions of arrows C and D through the cam engagement of the cam portions 6a, 8a of the first cam plate 6 and the second cam plate 8, guided by the engagement of the elongated hole 10a and the pin 2a.

[0031] In FIG. 4, reference numeral 28 denotes a brake arm already installed in the vehicle, which has a brake pedal 28a, and a predetermined portion thereof faces the pressing bar 10d of the brake actuation sliding bar 10 at a distance.

[0032] Reference numeral 31 denotes an accelerator unit already installed in the vehicle, and includes an existing accelerator arm 32. This existing accelerator arm 32 is constantly biased to rotate in the direction of arrow B by a spring means (not shown) built into the unit 31, and its contact portion 32a is biasedly contacted with the pressure bar 16c of the pressure link 16 (Fig. 6). Note that the existing accelerator arm 32 has its existing accelerator pedal portion 32b cut and removed (Figs. 1B to 3). The initial position in the rotation direction where the pressure bar 16c of the pressure link 16 and the contact portion 32a contact can be adjusted appropriately by adjusting the length of the connecting rod 15 with the nut 15c.

[0033] The existing accelerator unit 31 was originally attached to the vehicle body as an existing part, but after removing the unit 31 from the vehicle body, the frame plate 2X of the mechanism 1 is attached and fixed to the vehicle body. After that, the unit 31 is reinstalled on the frame plate 2X by inserting the bolts 2f of the frame plate 2X into the attachment holes 31a and tightening and fixing them with nuts 33 (Fig. 4).

[0034] Next, the operation of the first embodiment of the accelerator pedal malfunction elimination mechanism of the present invention will be described. First, when the vehicle is stopped and in a standby state, in the accelerator acceleration and cancellation mechanism 4, as shown in FIG. 6A, the abutment portion 32a of the existing accelerator arm 32 is biasedly abutting against the pressure bar 16c of the pressure link 16. As a result, the pressure link 16 is also biased to rotate in the direction of arrow B, which biases the V-shaped rotating body 14 in the same direction via the connecting rod 15 and the rotating bar 14Y. Therefore, the V-shaped rotating body 14 is in its initial position where its engagement portion 14a is biasedly abutting against the stopper plate 2c attached to the main frame 2Y. At this time, the claw portion 13a of the pawl lever 13 is engaged with the engagement portion 14a of the V-shaped rotating body 14 by the spring 19.

[0035] Next, from the initial position shown in FIGS. 5A, 5B, 6A, and 6B, the driver depresses the accelerator pedal 3a of the accelerator arm rotating member (accelerator arm 3 and first cam plate 6) in the direction of arrow A within the normal driving angle range against spring 17 and the built-in spring means of the existing accelerator unit 31, reaching the fully open accelerator position (FIGS. 7, 8A, and 8B). Accordingly, the accelerator arm 3 rotates from the standby position 3a1 shown by the two-dot chain line in FIGS. 7, 8A, and 8B to the fully open accelerator position 3a2 shown by the solid line. During this rotation, the pawl lever 13 (pivoted to the first cam plate 6) rotates in the direction of arrow A together with the accelerator rotating members 3 and 6. Consequently, the V-shaped rotating body 14, which is engaged with the pawl lever 13 at the pawl portion 13a and the engaging portion 14a, rotates around the fulcrum pin 7 in the direction of arrow A to reach the position shown in FIG. 8B. Therefore, the pressure link 16 also rotates in the same direction via the rotating bar 14Y and the connecting rod 15 to the position shown in FIG. 8B. During this time, the pressure bar 16c presses the existing accelerator arm 32 to the position shown in FIG. 8A via the abutment portion 32a, thereby achieving maximum acceleration within the normal operating angle range.

[0036] 8B, the spring pressure plate portion 14f of the spring pressure piece 14Z integral with the V-shaped rotating body 14 abuts against the lower end head of the pin 25 supported by the spring support frame 2d, causing it to displace slightly upward, but is stopped by the repulsive force of the spring 26. Note that the reference numeral 110 in Figures 5 and subsequent figures denotes the floor surface of the vehicle body.

[0037] 7 and 8A and 8B, the driver accidentally depresses the accelerator pedal 3a instead of the brake pedal 28a, causing the accelerator arm 3 to rotate beyond the normal driving angle range to an excessively depressed position (e.g., a load of 10 kg or more) (FIGS. 9, 10A and 10B). When the V-shaped rotating body 14 rotates slightly further in the direction of arrow A from the position in FIGS. 8A and 8B, the spring pressure plate 14f exerts a force greater than the repulsive force of the spring 26 via the pin 25, causing the spring 26 to contract. Therefore, the V-shaped rotating body 14 rotates slightly in the direction of arrow A from the position in FIG. 8B. At this timing, the lower portion of pawl lever 13 (which rotates around fulcrum pin 7 together with accelerator operating members 3 and 6) comes into contact with pawl lever disengagement cam block 27, and the cam action causes it to rotate in the direction of arrow A around pivot point 13b against spring 19 (see FIG. 10A), thereby disengaging pawl portion 13a of pawl lever 13 from engagement portion 14a of V-shaped rotating body 14.

[0038] Then, because V-shaped rotating body 14 is constantly biased to rotate in the direction of arrow B by the spring force from existing accelerator arm 32 via connecting members including rotating bar 14Y, connecting rod 15, and pressure link 16 that are integral with V-shaped rotating body 14, upon disengagement from pawl lever 13, it quickly rotates back in the same direction and returns to abutting stopper plate 2c (see FIGS. 4 and 10A and 10B), stopping at this initial position (FIGS. 10 and 6). At the same time, rotating bar 14Y, connecting rod 15, and pressure link 16 also rotate back from the positions in FIGS. 7, 8A, and 8B to the initial positions in FIGS. 6A and 6B, so that existing accelerator arm 32, which was pressed by pressure bar 16c of pressure link 16, also rotates back in the direction of arrow B and returns to its initial position. (FIG. 10A) Thus, even if the accelerator arm 3 is erroneously and excessively depressed, the existing accelerator arm 32 quickly returns to its original rotational position, preventing sudden acceleration of the vehicle and preventing an accident.

[0039] At the same time, as described above, if the driver excessively depresses the accelerator pedal 3a, causing the accelerator arm 3 to rotate excessively, the engagement of the cam portions 6a and 8a of the first and second cam plates 6 and 8 causes the second cam plate 8 to rotate a predetermined angle around the fulcrum pin 9 in the direction of arrow B from the position shown in FIG. 7 to the position shown in FIG. 9. Consequently, the brake application slide bar 10, guided by the elongated hole 10a and pin 2a, rapidly slides a predetermined distance in the direction of arrow C. Consequently, the brake arm pressing bar 10d of the brake application slide bar 10 abuts against the brake arm 28 and presses it in the direction of arrow C (FIG. 9). The brake arm 28 rotates in the direction of arrow A, moving from the upper position 28a1 to the lower position 28a2 in FIG. 10A, thereby applying the brakes and stopping the vehicle. This, combined with the release of the sudden acceleration caused by the rapid return of the existing accelerator arm 31, reliably prevents sudden acceleration accidents.

[0040] Thereafter, when the depression force on accelerator pedal 3a is released, accelerator rotating members 3, 6 are rotated back by spring 17 from the positions in Figures 9, 10A, and 10B to the initial positions in Figures 5A, 5B, and 6A and 6B, and second cam plate 8 is also released from cam engagement with first cam plate 6 and is rotated back to its initial position by spring 18. Therefore, as second cam plate 8 returns, brake actuating sliding bar 10 also slides back in the direction of arrow D to its initial position (Figures 5A, 5B, and 6A, 6B), and brake arm 28 also rotates back to its initial position. At the same time, as accelerator arm 3 rotates back, pivot point 13b of pawl lever 13 rotates back to its initial position, and pawl lever 13 itself rotates back in the direction of arrow B due to spring 19, returning to engage with engaging portion 14a of V-shaped rotating body 14, which has already abutted against stopper plate 2c and is in its initial position.

[0041] 11 to 14 are a side view, a front view, an exploded perspective view, and a side view after operation of a first embodiment of an accelerator arm applied to the malfunction elimination mechanism shown in Fig. 1A (i.e., using leaf spring members 104, 105 in Fig. 11), which solves the problem that occurs when the accelerator arm 3 and L-shaped arm 29, which are integral members shown in Fig. 34 of Patent Document 2 by the same applicant, rotate when the accelerator pedal 3a is depressed. To make this easier to understand, Fig. 34 of Patent Document 2 is reproduced as Fig. 15 of the present application, and members corresponding to those in Fig. 34 of Patent Document 2 are indicated by adding the symbol "x". (For example, the symbol 29 in Figure 34 of Patent Document 2 becomes the symbol 29x in Figure 15 of the present application.) According to this, as shown in Figure 15, when the enable / disable changeover switch 201x is off, when the L-shaped arm 29x rotates in the depression direction (the direction of arrow A in the figure) within the normal angle range, it abuts against the stopper portion 201ex of the switch 201x, stops, and further rotation is prevented, so that the accelerator cancel operation and braking operation are not performed. (When the enable / disable changeover switch 201x is on, there is no stopper portion 201ex, so the accelerator cancel operation and the brake operation are performed.) However, from the point in time shown in FIG. 15, the driver may mistake the accelerator pedal 3ax (integrated with the L-shaped arm 29x) of the accelerator pedal arm 3x for the brake pedal 28a and further excessively depress it, which causes a large load to act on the accelerator pedal arm 3x and the L-shaped member 29x, resulting in damage to the L-shaped arm 29x, the stopper portion 201ex, the housing 11x, the fulcrum pin 21x, etc. The embodiment shown in FIGS. 11 to 14 described below solves this problem, but this embodiment does not include the enable / disable changeover switch 201x as in Patent Document 2. However, it goes without saying that the embodiment shown in FIGS. 11 to 14 may include the enable / disable changeover switch 201x.

[0042] 11 to 13, accelerator arm 101 generally comprises accelerator pedal 102 (having mounting plate portion 102a), mounting bracket 103 (having mounting plate portion 103a), a pair of rectangular leaf spring members 104, 105, and a pair of retainer plates 106, 107. The two leaf spring members 104 and 105 are arranged in a bridge-like manner across the undersides of the two mounting plate portions 102a, 103a, overlapping each other, and are attached and fixed to mounting plate portions 102a, 103a by bolts 108 that pass through the pair of retainer plates 106, 107 located at both ends.

[0043] At this time, on the accelerator pedal 102 side, the ends of the two leaf spring members 104, 105 are sandwiched between the mounting plate portion 102a and the pressure plate 106, but on the accelerator pedal 103 side, only the end of the upper leaf spring 104 is sandwiched between the mounting plate portion 103a and the pressure plate 107, and the spring tip portion 105a of the lower leaf spring 105 rides on the underside of the pressure plate 107, leaving the tip portion free. Note that the circular hole 103b and the elongated hole 103c of the mounting bracket 103 correspond to the circular hole 3b and the elongated hole 3c of the accelerator arm 3 shown in Figure 4, whereby the mounting bracket 103 is attached to the first cam plate 6 (see Figure 4) so ​​that the mounting angle position can be adjusted. Also, 110 is the floor surface of the vehicle body.

[0044] Next, the operation of the accelerator arm 101 will be described. The state shown in Figure 11 is when the enable / disable changeover switch 201x is off and the accelerator pedal 102 is depressed to the limit of its normal angle range (a position corresponding to Figure 34 of Patent Document 2 and Figures 7, 8A, 8B, and 15 of the present application). In this state, suppose that the accelerator pedal is mistaken for the brake pedal and the accelerator pedal 102 is excessively depressed, causing the accelerator arm 101 to rotate in the direction of arrow A. As a result, a relatively large force is generated in the accelerator arm 101 itself while the accelerator arm 101 is being excessively depressed, and as in the case of Figure 15, there is a possibility that the main mechanism of the operation error elimination mechanism 1 to which this force is transmitted (such as the first cam plate 6 and its fulcrum pin 7; see Figure 4) will be damaged. However, in this embodiment, even if a large force is generated when accelerator arm 101 is depressed, two leaf spring members 104 and 105 elastically deform so that the upper surface of the leaf spring (the left side in the figure) becomes convex, as shown in FIG. 14. At the same time, tip 105a of lower leaf spring member 105 comes into sliding contact with the lower end of presser plate 107, allowing the elastic deformation. Thus, the force is absorbed by the elastic deformation of leaf spring members 104 and 105, thereby preventing damage to the main mechanism. One way to obtain sufficient repulsive force is to increase the repulsive force of leaf spring members 104 and 105, but there are no springs that can withstand the distance between the bridges of mounting plates 102a and 103a (they would be plastically deformed). Therefore, a combination of two leaf springs is used.

[0045] 14, the lower end of the accelerator pedal 102 comes into contact with the vehicle body floor surface 110. This prevents deformation beyond the elastic limit of the leaf spring members 104, 105. When the depression force on the accelerator pedal 102 is subsequently released, the accelerator arm 101 rotates back to its initial position (the position corresponding to FIGS. 5 and 6) as the leaf spring members 104, 105 return to their original position by elastically deforming and returning to their original position. In the above embodiment, the leaf spring members 104 and 105 are attached in a stacked manner, but this is not limiting and they may be attached side by side.

[0046] In each of the above embodiments, when accelerating by stepping on the accelerator pedal, the existing accelerator arm 32 is pressed via the pivot bar 14Y, the connecting rod 15, and the pressure link 16 serving as an accelerator actuator. However, this is not limited to this. When an accelerator wire is used instead of an existing accelerator arm, as in Japanese Patent Application No. 2020-138603, an existing (or new) accelerator wire serving as an accelerator actuator connected to an accelerator valve may be connected to the pivot bar 14Y. In this case, the accelerator wire may be connected to the pressure link 16. [Explanation of symbols]

[0047] 1 Accelerator pedal misoperation prevention mechanism 2 Frame Unit 2x frame boards 2Y main frame 2Z Cover Frame 2a, 2b pins 2c Stopper plate 2d spring support frame 2e Spring support plate 2f bolt 3 Accelerator Arm 3a Accelerator pedal 3b circular hole 3c long hole 4 Acceleration and cancellation mechanism 5 Brake operating mechanism 6 First cam plate 6a First cam part 6b Pivot hole 6c hole 7 Fulcrum pin 8 Second cam plate 8a Second cam part 8b Pivot hole 8c hole 9 Fulcrum pin 10 Brake operating slide bar 10X First Sliding Bar 10Y Second sliding bar 10a, 10c long hole 10b plate part 10b1 screw hole 10d Brake arm pressure bar 11 volts 12 Fulcrum pin 13 Claw lever 13a Claw part 13b Fulcrum bolt 14 V-shaped rotating body 14X V-shaped rotating body 14Y Rotating Bar 14Z Spring pressure piece 14a engagement portion 14b Pivot hole 14c, 14d, 14e, 14h mounting holes 14f Spring pressure plate 15 Connecting rod 15a Rod part 15b rod end bearing 15b1 Bearing part 15c nut 15d bolt 16 Pressure link (accelerator actuator) 16a, 16b holes 16c Pressing bar (pressing part) 16d bolt 16e Pivot hole 17, 18, 19 Springs 20, 23, 24 volts 25 Spring compression pin 26 Coil spring 27 Pawl lever disengagement cam block 27a Bolt 28 Existing brake arm 31 Existing accelerator arm unit 31a Mounting hole 32 Existing accelerator arm 32a Contact part 32b Existing accelerator pedal area 101 Accelerator Arm 102 Accelerator pedal 102a, 103a Mounting plate 104, 105 Leaf spring members 105a Leaf spring tip 106, 107 Retaining plate 108 volts 110 Floor

Claims

1. A frame (2) fixedly attached to the vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to an accelerator actuator (16) and pivotally attached to the frame (2); a claw lever (13) having a claw portion (13a) that can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19), and that rotates in conjunction with the rotation of the accelerator arm operating member (3, 6); Equipped with When the accelerator pedal (3 a) is depressed within a normal angle range, the engagement of the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), thereby accelerating the vehicle; When the accelerator pedal (3 a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator operation release direction, and the accelerator actuator (16) is restored to operation, thereby releasing the accelerator operation. The vehicle body is provided with an existing accelerator arm (32), The accelerator actuator (16) is an existing accelerator arm pressing member (16) that is spring-biased in a return direction and rotatably attached to the frame (2), and that has a pressing portion (16c) that can press the existing accelerator arm (32) in the accelerator pedal depression direction. Accelerator pedal misoperation prevention mechanism.

2. A frame (2) fixedly attached to the vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2); a claw lever (13) having a claw portion (13a) that can be engaged with an engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19), and that rotates in conjunction with the rotation of the accelerator arm operating member (3, 6); A brake arm pressing member (10) is interlockingly connected to the accelerator arm operating member (3, 6) and is attached to the existing brake arm (28) so as to be spaced apart and approachable thereto. Equipped with When the accelerator pedal (3 a) is depressed within a normal angle range, the engagement of the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), thereby accelerating the vehicle; When the accelerator pedal (3 a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator operation release direction, and the accelerator actuator (16) is restored to operation to release the accelerator operation, and the brake arm pressing member (10) comes into contact with the existing brake arm (28) and presses and moves it to apply the brake. The vehicle body is provided with an existing accelerator arm (32), The accelerator actuator (16) is an existing accelerator arm pressing member (16) that is spring-biased in a return direction and rotatably attached to the frame (2), and that has a pressing portion (16c) that can press the existing accelerator arm (32) in the accelerator pedal depression direction. Accelerator pedal misoperation prevention mechanism.

3. A frame (2) fixedly attached to the vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to an accelerator actuator (16) and pivotally attached to the frame (2); a claw lever (13) having a claw portion (13a) that can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19), and that rotates in conjunction with the rotation of the accelerator arm operating member (3, 6); Equipped with When the accelerator pedal (3 a) is depressed within a normal angle range, the engagement of the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), thereby accelerating the vehicle; When the accelerator pedal (3 a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator operation release direction, and the accelerator actuator (16) is restored to operation, thereby releasing the accelerator operation. A pawl lever disengagement cam block (27) is attached and fixed to the frame (2), and when the accelerator pedal (3 a) is depressed excessively beyond a normal range, the pawl lever (13) is rotated together with the accelerator arm operating member (3, 6), and the pawl lever (13) abuts against the pawl lever disengagement cam block (27) and rotates against the spring (19), thereby disengaging the pawl portion (13 a) of the pawl lever (13) from the engaging portion (14 a) of the first interlocking member (14). Accelerator pedal misoperation prevention mechanism.

4. A frame (2) fixedly attached to the vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2); a claw lever (13) having a claw portion (13a) that can be engaged with an engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19), and that rotates in conjunction with the rotation of the accelerator arm operating member (3, 6); A brake arm pressing member (10) is interlockingly connected to the accelerator arm operating member (3, 6) and is attached to the existing brake arm (28) so as to be spaced apart and approachable thereto. Equipped with When the accelerator pedal (3 a) is depressed within a normal angle range, the engagement of the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), thereby accelerating the vehicle; When the accelerator pedal (3 a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator operation release direction, and the accelerator actuator (16) is restored to operation to release the accelerator operation, and the brake arm pressing member (10) comes into contact with the existing brake arm (28) and presses and moves it to apply the brake. A pawl lever disengagement cam block (27) is attached and fixed to the frame (2), and when the accelerator pedal (3 a) is depressed excessively beyond a normal range, the pawl lever (13) is rotated together with the accelerator arm operating member (3, 6), and the pawl lever (13) abuts against the pawl lever disengagement cam block (27) and rotates against the spring (19), thereby disengaging the pawl portion (13 a) of the pawl lever (13) from the engaging portion (14 a) of the first interlocking member (14). Accelerator pedal misoperation prevention mechanism.

5. 5. The accelerator pedal erroneous operation elimination mechanism according to claim 3, The accelerator actuator (16) is an accelerator wire provided on the vehicle body. Accelerator pedal misoperation prevention mechanism.

6. 6. The accelerator pedal erroneous operation elimination mechanism according to claim 1, The frame (2) is provided with a sensing spring (26) for sensing the rotation of the first interlocking member (14), When the accelerator pedal (3a) is depressed to the limit position of the normal range, the spring pressing portion (14f) of the first interlocking member (14) directly or indirectly contacts the sensing spring (26), and a repulsive force based on the spring deformation of the sensing spring (26) conveys the feeling of the limit position of the normal range to the driver. Accelerator pedal misoperation prevention mechanism.

7. A frame (2) attached and fixed to a vehicle body; an accelerator arm operating member (3, 6) having an accelerator pedal (3a) and rotatably attached to the frame (2) while being biased by a spring (17) in a return direction; a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2); a claw lever (13) having a claw portion (13a) that can be engaged with an engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19), and that rotates in conjunction with the rotation of the accelerator arm operating member (3, 6); A brake arm pressing member (10) is interlockingly connected to the accelerator arm operating member (3, 6) and is attached to the existing brake arm (28) so as to be spaced apart and approachable thereto. Equipped with When the accelerator pedal (3 a) is depressed within a normal angle range, the engagement of the pawl lever (13) and the first interlocking member (14) activates the accelerator actuator (16) via the first interlocking member (14), thereby accelerating the vehicle; When the accelerator pedal (3 a) is depressed excessively beyond the normal range, the engagement between the pawl lever (13) and the first interlocking member (14) is released, allowing the first interlocking member (14) to rotate back in the accelerator operation release direction, and the accelerator actuator (16) is restored to operation to release the accelerator operation, and the brake arm pressing member (10) comes into contact with the existing brake arm (28) and presses and moves it to apply the brake. An interlocking cam plate (8) interlocked with the brake arm pressing member (10) is rotatably attached to the frame (2), The accelerator arm operating member (3, 6) has a first cam portion (6a), and the interlocking cam plate (8) has a second cam portion (8a), When the accelerator arm operating member (3, 6) is depressed excessively, the interlocking cam plate (8) moves toward the front of the vehicle body based on the engagement of the first and second cam portions (6a, 8a), which causes the brake arm pressing member (10) to move forward and pressurize the existing brake arm (28) in the same direction, thereby performing braking. Accelerator pedal misoperation prevention mechanism.

8. An accelerator arm (101) for use in the accelerator pedal erroneous operation elimination mechanism according to any one of claims 1 to 7, an accelerator pedal (102); a mounting bracket (103) attached to the first cam plate (6) included in the accelerator arm operating member (3, 6); a leaf spring member (104, 105) connecting the accelerator pedal (102) and the mounting bracket (103); Equipped with Accelerator arm.

9. 9. The accelerator pedal according to claim 8, At least one pair of the leaf spring members (104, 105) is provided, One leaf spring member (104) is fixedly attached to the accelerator pedal (102) and a mounting bracket (103), The remaining leaf spring member (105) is fixed to either the accelerator pedal (102) or the mounting bracket (103) and is attached so as to be slidable relative to the other. Accelerator arm.

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