Accelerator device and vehicle

Abstract

[Problem] To prevent the abnormal acceleration of a vehicle even when an accelerator pedal is abnormally and mistakenly depressed instead of a brake, and to inform a driver of the occurrence of a stepping mistake. [Solution] When a driver mistakenly steps on an accelerator instead of a brake and strongly depresses an accelerator pedal 32 in the direction of an arrow F2C, a locking pin 26 of an accelerator lever 22 pushes a locking projection 148 of a clamp part 140 to disengage the coupling between the clamp part 140 and a coupling part 120, causing only the clamp part 140 to rotate around a rotation shaft 110 as shown by an arrow F2D and to be released from the coupling part 120. Then, by the action of a return spring 24, the locking pin 26 rises along a guide hole 130 of the coupling part 120, causing the accelerator lever 22 to return in the direction of an arrow F2E, thereby entering an idling state.

Description

Accelerator device and vehicle

[0001] The present invention relates to a vehicle accelerator device and a vehicle equipped with the same, and more particularly to an improvement in an erroneous operation prevention structure that reduces accidents caused by accidentally stepping on the accelerator instead of the brake.

[0002] An example of background technology for preventing the confusion of pressing the accelerator instead of the brake is the "Automobile Accelerator Misoperation Prevention Device" described in Patent Document 1 below. This device pivots the base of the accelerator pedal lever to the accelerator arm, attaches a semi-fixed member that separates when a certain downward impact force acts on the opposing part of the accelerator arm and accelerator pedal lever, is equipped with a stopper that locks the accelerator arm in a predetermined lowered position, and has a buffer member disposed on the accelerator pedal lever or floor surface, so that when the accelerator pedal is operated normally, it can be pressed down smoothly as before, but if the accelerator pedal is accidentally pressed down by mistake for the brake, the movement of the accelerator pedal can be stopped instantly.

[0003] According to this, when the accelerator pedal is normally depressed slowly, as shown in Figure 1 of the publication, the accelerator pedal lever and accelerator arm are attracted to each other by the permanent magnet, and normal accelerator operation is performed. However, if the accelerator pedal is mistaken for the brake pedal and depressed quickly, as shown in Figure 3 of the publication, the impact separates the permanent magnets, and only the accelerator pedal lever is depressed. When the foot is released from the pedal lever, the spring returns it to its original state.

[0004] Furthermore, the "Automobile Accelerator Misoperation Prevention Device" described in Patent Document 2 listed below aims to immediately prevent accelerator operation without going through the accelerator depression state when the driver accidentally depresses the accelerator pedal while intending to depress the brake. This device is equipped with a magnetic coupling means consisting of an accelerator interlocking member that is interlocked with the automobile's accelerator pedal and a throttle interlocking member that cooperates with the throttle valve and is magnetically coupled to the accelerator interlocking member to open and close the throttle valve. This magnetic coupling means immediately releases the accelerator interlocking member from the throttle interlocking member when a sudden depression force equal to or greater than that of the brake pedal is applied to the accelerator pedal.

[0005] Japanese Patent Application Laid-Open No. 6-156111 International Publication No. WO95 / 031349

[0006] However, in the background art of the above-mentioned Patent Document 1, if the driver lightly depresses the accelerator pedal and then depresses it hard with the intention of braking suddenly, as shown in Figure 4 of the same publication, the stopper abuts against the floor and holds the accelerator arm in place, but only the accelerator pedal lever is pushed further downward, crushing the buffer material, separating the permanent magnets and stopping the accelerator arm from being depressed. In other words, only the accelerator arm stops being depressed, but the accelerator does not return to its original position. Furthermore, even if the driver mistakes the accelerator pedal for the brake pedal, there is no function to notify the driver of this, so there is no way to correct the mistake.

[0007] Furthermore, the background art described in Patent Document 2 has a mechanism that extends from the throttle lever to the accelerator pedal, and is configured in such a way that the accelerator mechanism already installed in the accelerator of the automobile is not used as is, which makes assembly particularly complicated when retrofitting.

[0008] The present invention focuses on the above points, and its purpose is to prevent abnormal acceleration of the vehicle even when the accelerator pedal is mistaken for the brake pedal and to notify the driver that a mistake has occurred. Another purpose is to make it easy to retrofit by utilizing the existing accelerator mechanism of the automobile.

[0009] The present invention is an accelerator device for a vehicle that transmits the movement of an accelerator pedal in a pedal mechanism to an accelerator lever of an accelerator mechanism, and is characterized in that a transmission / shutoff mechanism is provided between the pedal mechanism and the accelerator mechanism, and the transmission / shutoff mechanism comprises: a connecting means or transmitting means that uses a magnet to transmit the movement of the accelerator pedal to the accelerator lever; a shutoff means that, when the accelerator is mistakenly pressed instead of the brake, releases the magnetic connection of the connecting means and shuts off the transmission of the movement of the accelerator pedal to the accelerator lever; and a return means that returns the accelerator lever to an idling state when the shutoff means is activated.

[0010] According to the present invention, the movement of the accelerator pedal is normally transmitted to the accelerator lever, and the vehicle is accelerated or decelerated in accordance with the movement of the accelerator pedal. On the other hand, if the accelerator is mistakenly pressed for the brake, and the accelerator pedal is pressed hard, the movement of the accelerator pedal relative to the accelerator lever is interrupted, and the accelerator lever is returned to the idling position, thereby preventing sudden acceleration of the vehicle and decelerating the vehicle by engine braking. The above and other objects, features, and advantages of the present invention will become apparent from the following detailed description and the accompanying drawings.

[0011] According to the present invention, when the accelerator is mistakenly depressed instead of the brake, the accelerator lever is released and cut off from the movement of the accelerator pedal, and the accelerator lever returns to an idling state, thereby preventing the vehicle from accelerating and letting the driver know that he has mistakenly depressed the accelerator by the impact or the like when the accelerator is released and cut off, thereby reducing accidents caused by mistaking the accelerator for the brake.

[0012] 1 is a diagram showing the configuration of a first embodiment of the present invention. (A) shows the entire accelerator device, (B) shows the main components, (C) shows the assembled state of the main components, and (D) shows the end view of (C) taken along line D1-D1. This figure shows the operation of the first embodiment. (A) shows the state during idling, (B) shows the state during normal driving, (C) shows the state during abnormal depression, and (D) shows the state upon return. This figure shows the configuration of a second embodiment of the present invention. (A) shows the entire accelerator device, and (B) shows the main components and their assembled state. This figure shows the operation of the second embodiment. (A) shows the state during idling, (B) shows the state during normal driving, and (C) shows the state upon abnormal depression. This figure shows the operation of the second embodiment. (D) shows the state after abnormal depression, (E) shows the state during return, and (F) shows the state upon return. This figure shows a third embodiment of the present invention. (A) shows the state during idling, and (B) shows the state during normal driving. This figure shows the third embodiment of the present invention. (C) shows the state when the pedal is abnormally depressed, and (D) shows the state when the lever is released. Figure 4 shows embodiment 4 of the present invention. (A) shows the state when the engine is idling, and (B) shows the state when the engine is normally running. Figure 4 shows embodiment 4 of the present invention. (C) shows the state when the pedal is abnormally depressed, and (D) shows the state when the lever is released. Figure 5 shows embodiment 5 of the present invention. (A) shows the state when the engine is idling, and (B) shows the state when the engine is normally running. Figure 5 shows embodiment 5. (C) shows the state when the pedal is abnormally depressed. (D) and (E) show the engagement between the accelerator lever and the clamp piece of the accelerator mechanism, with (D) showing the state when the engine is normally running, and (E) showing the state when the pedal is abnormally depressed. Figure 6 shows embodiment 6 of the present invention. (A) shows the state of the accelerator mechanism, and (B) shows the configuration of the control device. Figure 6 is a flow chart showing the control operation of embodiment 6. Figure 7 is a graph showing an example of the operation of embodiment 6.

[0013] The best mode for carrying out the present invention will be described in detail below with reference to examples.

[0014] First, a first embodiment of the present invention will be described with reference to FIGS. 1 and 2. In this embodiment, the present invention is applied to an organ-type accelerator with a pedal located on the floor of a vehicle. FIG. 1(A) shows the entire accelerator device of this embodiment, FIG. 1(B) shows the main components, FIG. 1(C) shows the assembled state of the main components, and FIG. 2 shows the main operating states. In these figures, the accelerator device 10 includes an accelerator mechanism 20 (genuine throttle mechanism) and a pedal mechanism 30, and a transmission / shutoff mechanism 100 that transmits and shuts off accelerator depression is provided between the accelerator mechanism 20 (genuine throttle mechanism) and the pedal mechanism 30. The accelerator mechanism 20 is embedded under the floor 12, and the pedal mechanism 30 protrudes from the floor 12 of the vehicle, with the transmission / shutoff mechanism 100 provided between them.

[0015] Of these, the accelerator mechanism 20 is pre-installed in commercially available passenger vehicles and is available in a variety of configurations. For example, it may include a sensor that detects the accelerator pedal depression speed and stroke and converts them into an electrical signal, which controls the opening and closing of an electronic throttle (not shown). Meanwhile, the pedal mechanism 30 includes an accelerator pedal 32 that is operated by the driver, one end of which is pivotally secured to the accelerator mechanism 20 by a pivot retainer 34. An accelerator lever 22 extends from the accelerator mechanism 20 and moves in conjunction with the movement of the accelerator pedal 32. Some accelerator mechanisms are also equipped with a function that returns the accelerator lever 22 to an idling state when the accelerator pedal 32 returns to an idling state. In this embodiment, the accelerator lever 22 returns to an idling state using a return spring 24, which will be described later.

[0016] A return spring 24 for the accelerator lever 22 is provided between the accelerator lever 22 and the housing bottom surface 14 of the accelerator device 10, and a return spring 36 for the accelerator pedal 32 is provided between the accelerator pedal 32 and the housing top surface 16 of the accelerator device 10. In commercially available vehicles, the movement of the accelerator pedal 32 is linked to the movement of the accelerator lever 22, so that the driver's depression of the accelerator pedal 32 is transmitted to the accelerator lever 22.

[0017] In this embodiment, a transmission / disconnection mechanism 100 is provided between the accelerator lever 22 of the accelerator mechanism 20 and the accelerator pedal 32 of the pedal mechanism 30. More specifically, a locking pin 26 is provided at the tip of the accelerator lever 22, and a bearing 38 is provided on the back or lower side of the accelerator pedal 32. A rotating shaft 110 is provided in this bearing 38, and a connecting portion 120 and a clamp portion 140 shown in Figure 2(B) are each rotatably mounted on this rotating shaft 110.

[0018] Of these, the connecting portion 120 has an inverted U-shape overall, and a through-hole 124 through which the pivot shaft 110 passes is formed at the top end of an inverted L-shaped main body 122. A guide plate 126 is provided below the through-hole 124. The main body 122 also extends downward to form a guide arm 128, which is parallel to the guide plate 126. The guide plate 126 and guide arm 128 form an oval guide hole 130, into which the locking pin 26 of the accelerator lever 22 described above is inserted. A wide, inverted L-shaped holding plate 132 is provided at the lower end of the guide arm 128, and a magnet 134 is held on the outer surface of the holding plate 132 (on the clamp portion 140 side). The magnet 134 is made of, for example, neodymium, which has strong magnetic or attractive force.

[0019] On the other hand, the clamp portion 140 has an inverted L-shape as a whole, and a through-hole 144 through which the rotary shaft 110 passes is provided at the top end of the main body 142. The main body 142 has a double structure in which the cross section perpendicular to the longitudinal direction is U-shaped (see FIG. 1D), and a guide groove 146 is formed. The guide groove 146 widens toward the bottom end, and a locking protrusion or locking step 148 is formed. A metal plate 150 to which the above-mentioned magnet 134 is attracted is provided at the bottom end of the main body 142.

[0020] 2C shows the state in which the connecting part 120 and the clamp part 140 are connected, with the guide arm 128 of the connecting part 120 fitting into the guide groove 146 of the clamp part 140. The magnet 134 of the holding plate 132 is magnetically attracted to the metal plate 150. Furthermore, as shown in FIG. 2A, the locking pin 26 of the accelerator lever 22 enters the guide hole 130 of the connecting part 120 and abuts against the lower recess of the locking protrusion 148 of the clamp part 140. Meanwhile, a stopper 160 that restricts the movement of the accelerator pedal 32 is provided between the lower end of the guide plate 126 of the connecting part 120 and the housing bottom surface 14.

[0021] The end face seen in the direction of the arrow along line D1-D1 in Figure 1C is shown in Figure 1D, and the main body 142 of the clamping part 140 has opposing longitudinal sides 142A, 142A, which form a U-shaped cross section perpendicular to the longitudinal direction, with a guide groove 146 formed in the longitudinal direction. The guide arm 128 of the connecting part 120 is adapted to fit into this guide groove 146.

[0022] Next, the overall operation of this embodiment will be described. <When idling> First, as shown in Figure 2(A), when the vehicle is idling, the accelerator pedal 32 is not depressed and is held in its uppermost position by the return spring 36. The accelerator lever 22 is also held in its uppermost position by the return spring 24. In the transmission / shutoff mechanism 100, the connecting portion 120 and the clamp portion 140 are connected by the action of the magnet 134, and the locking pin 26 of the accelerator lever 22 is engaged with the locking protrusion 148 of the clamp portion 140. In other words, the accelerator lever 22 is clamped to the connecting portion 120 by the clamp portion 140, and the movement of the accelerator pedal 32 is transmitted directly to the accelerator lever 22 via the transmission / shutoff mechanism 100.

[0023] <During Normal Driving> During normal driving, as shown in Figure 1(B), the connecting portion 120 and the clamp portion 140 move simultaneously, and when the accelerator pedal 32 is depressed in the direction of arrow F2A, the transmission / disconnection mechanism 100 also moves downward, and the accelerator lever 22 also moves downward, as shown by arrow F2B. In other words, the movement of the accelerator pedal 32 is transmitted directly to the accelerator lever 22 via the transmission / disconnection mechanism 100, and the accelerator lever 22 also rotates in response to depression and release of the accelerator pedal 32, causing acceleration and deceleration.

[0024] <In the event of abnormal depression> If the driver mistakenly depresses the accelerator pedal 32 for the brake pedal and strongly depresses it as shown by arrow F2C in FIG. 1C, the locking pin 26 of the accelerator lever 22 presses against the locking protrusion 148 of the clamp portion 140, disengaging the clamp portion 140 from the connecting portion 120. As shown by arrow F2D, only the clamp portion 140 rotates about the pivot shaft 110 and is released from the connecting portion 120. In other words, the clamping of the accelerator lever 22 by the clamp portion 140 is released or unclamped. Then, due to the action of the return spring 24, the locking pin 26 rises along the guide hole 130 of the connecting portion 120, and the accelerator lever 22 returns in the direction of arrow F2E, returning to the idling state shown in FIG. 1A. Returning the accelerator lever 22 to the idling position applies engine braking, slowing the vehicle. Meanwhile, the lower end of the guide plate 126 of the connecting portion 120 abuts against the stopper 160, restricting the downward movement of the connecting portion 120. As a result, the movement of the accelerator pedal 32 is also restricted.

[0025] When the connection between the connecting portion 120 and the clamping portion 140 is released, the impact generated at the time of release is transmitted to the driver through the foot of the driver pressing the accelerator pedal 32. Furthermore, the impact generated when the connecting portion 120 hits the stopper 160 is also transmitted to the driver through the foot. The driver hears the sound generated when the connection is released or when the connecting portion hits the stopper 160. From these impacts and sounds, the driver realizes that he or she has mistakenly pressed the accelerator for the brake. As a result, the vehicle stops when the driver presses the brake (not shown). Note that even when the connection between the connecting portion 120 and the clamping portion 140 is released, the magnetic influence of the magnet 134 still exists, causing the connecting portion 120 and the clamping portion 140 to try to connect to each other. This also applies to the following examples.

[0026] <Returning> When the driver's foot is released from the accelerator pedal 32, as shown in FIG. 1D, the accelerator pedal 32 is returned in the direction of arrow F2F by the action of the return spring 36. Then, the connecting portion 120 and the clamp portion 140 also move upward as shown by arrow F2G. As a result, the locking pin 26 of the accelerator lever 22 re-engages with the locking protrusion 148 of the clamp portion 140, and the magnetic influence of the magnet 134 also acts, causing the clamp portion 140 to rotate toward the connecting portion 120 as shown by arrow F2H. This causes the accelerator lever 22 to be clamped again by the clamp portion 140. The magnet 134 and the metal plate 150 then couple together, returning to the state shown in FIG. 1A. When the driver presses the accelerator pedal 32, the vehicle accelerates again.

[0027] As described above, this embodiment provides the following advantages: a) If the accelerator pedal 32 is mistakenly depressed for the brake pedal, the accelerator lever 22 is released from the accelerator pedal 32 and the vehicle is returned to an idling state, preventing the vehicle from accelerating abnormally during the abnormal depression. b) The driver is notified of the occurrence of the mistaken depression by a shock and sound, and is prompted to apply the brakes, thereby restoring the vehicle to a normal state. c) By utilizing the accelerator mechanism already installed in the vehicle, the transmission / disconnection mechanism 100 can be easily retrofitted or replaced in existing vehicles.

[0028] Next, a second embodiment of the present invention will be described with reference to Figures 3 to 5. While the previous embodiment was an example in which the present invention was applied to an organ-type accelerator, this embodiment is an example in which the present invention is applied to a suspended-type accelerator. Figure 3(A) shows the entire accelerator device of this embodiment, Figure 3(B) shows the main components and how they are combined, and Figures 4 and 5 show the main operating states. In these figures, the accelerator device 40 is configured such that a transmission / shutoff mechanism 200 that transmits and shuts off accelerator depression is provided between an accelerator mechanism (genuine throttle mechanism) 50 and a pedal mechanism 60.

[0029] Of these, the accelerator mechanism 50 is pre-installed in commercially available passenger cars and is available in a variety of mechanisms. For example, it has a function of detecting the accelerator pedal depression speed and stroke using a sensor and converting them into an electrical signal, and the opening and closing of an electronic throttle is controlled based on this signal. In a conventional system, a pedal mechanism 60 is attached to the end of an accelerator lever 52 of the accelerator mechanism 50. When the pedal mechanism 60 is not depressed, the accelerator mechanism 50 is in an idling state, and when the pedal mechanism 60 is depressed, the accelerator mechanism 50 is in an accelerating state.

[0030] Meanwhile, the pedal mechanism 60 includes a pedal arm 62 that is bent in a generally L-shape. An accelerator pedal 61 (see FIGS. 4 and 5) is provided at the distal end (lower end) of the pedal arm 62, and a bent portion 64 is formed on the opposite side. A locking pin 66 and a shaft stop hole 68 are provided in the bent portion 64. Additionally, the pedal arm 62 and accelerator pedal 61 of the pedal mechanism 60 are aligned in the extension direction of the accelerator lever 52 of the accelerator mechanism 50. In other words, the position of the accelerator pedal 61 is substantially the same as when the transmission / disconnection mechanism 200 of this embodiment is not installed, allowing the driver to depress the accelerator pedal 61 without any discomfort.

[0031] Next, the transmission / disconnection mechanism 200 includes a clamp unit 220 and a connecting unit 240. The clamp unit 220 is configured around a fan-shaped movable plate 222, with a hook-shaped or L-shaped metal plate 224 extending from the outside of the fan. A spring stop piece 226 extends from one end of the movable plate 222 toward the opposite side of the metal plate 224, and a shaft stop hole 228 is formed at the other end. Furthermore, a locking protrusion or locking step 230 is formed on the inside of the movable plate 222. Normally, the locking pin 66 of the pedal arm 62 is clamped by the locking protrusion 230, so that the movement of the pedal arm 62 is transmitted to the accelerator lever 52 of the accelerator mechanism 50.

[0032] On the other hand, the connecting portion 240 is also configured around a fan-shaped or arc-shaped guide plate 242, with a hook-shaped or L-shaped attachment piece 244 extending from the outside of the fan. One end of the guide plate 242 is bent to form a fixing piece 246, and the other end is provided with a shaft stop hole 248. Furthermore, an extension piece 250 is provided on the inside of the fan of the guide plate 242, with a shaft stop hole 252 at its end. A fan-shaped or arc-shaped guide hole 251 is provided in the guide plate 242 along its shape, and a magnet 254 is provided on the upper surface of the attachment piece 244.

[0033] Next, the assembly of the clamp unit 220 and the connecting unit 240 will be described. The metal plate 224 of the clamp unit 220 overlaps the mounting piece 244 of the connecting unit 240, and a magnet 254 is normally attached to the back side of the metal plate 224. The pivot shaft 210 passes through the shaft stop hole 228 of the clamp unit 220 and the shaft stop hole 248 of the connecting unit 240 (see FIG. 3A), thereby rotatably securing the clamp unit 220 and the connecting unit 240 to each other. The pivot shaft 212 passes through the shaft stop hole 252 of the connecting unit 240 and the shaft stop hole 68 of the pedal arm 62 (see FIG. 3A), thereby enabling the connecting unit 240 to rotate freely relative to the pedal arm 62. The locking pin 66 of the pedal arm 62 passes through the guide hole 251 of the connecting unit 240 and normally abuts against the locking protrusion 230 of the clamp unit 220.

[0034] A return spring 260 is provided between the spring stop piece 226 of the clamp portion 220 and the fixed piece 246 of the connecting portion 240, and a return spring 262 is provided between the locking pin 66 and the accelerator mechanism 50 (see FIGS. 4 and 5). Furthermore, the fixed piece 246 of the connecting portion 240 is fixed to the accelerator lever 52 of the accelerator mechanism 50, so that the accelerator lever 52 and the connecting portion 240 operate as a unit.

[0035] Next, the overall operation of this embodiment will be described. <When idling> When idling, the accelerator lever 52 of the accelerator mechanism 50 is in its highest position, and the return springs 260, 262 are fully compressed, as shown in Figure 4(A). The clamp portion 220 and the connecting portion 240 are connected by a magnet 254, and the locking pin 66 is locked to the locking projection 230 of the clamp portion 220. Therefore, the clamp portion 220 and the connecting portion 240 operate as a single unit.

[0036] <Normal Driving> Next, when the driver depresses the accelerator pedal 61, as shown in FIG. 4B, the return spring 262 expands, causing the pedal arm 62 to rotate in the direction of arrow F4Aa. The locking pin 66 of the pedal arm 62 also moves along the guide hole 251 of the connecting portion 240 and presses the locking protrusion 230, causing the clamp portion 220 and the connecting portion 240 to rotate simultaneously. This movement is transmitted to the accelerator lever 52 via the transmission / shutoff mechanism 200, causing the accelerator lever 52 to rotate in the direction of arrow F4Ab. This causes the accelerator mechanism 50 to open the throttle (not shown), supplying fuel to the engine, increasing engine speed and starting the vehicle. Further depressing the accelerator pedal 61 to further rotate the pedal arm 62 accelerates the vehicle, whereas releasing the accelerator pedal 61 to return the pedal arm 62 decelerates the vehicle.

[0037] <In the event of abnormal depression> Next, if the driver mistakenly depresses the accelerator pedal for the brake and steps hard on accelerator pedal 61, mistaking it for the brake, as shown by arrow F4B in Figure 2C, the connection by magnet 254 of transmission / disconnection mechanism 200 is released, and the engagement between locking pin 66 and locking protrusion 230 in clamp portion 220 is released, causing return spring 260 to expand and clamp portion 220 to jump up in the direction of arrow F4Ca. This separates clamp portion 220 from connecting portion 240, and the clamping of accelerator lever 52 of accelerator mechanism 50 by clamp portion 220 is released.

[0038] When the magnetic coupling by magnet 254 is released and the clamping by clamp portion 220 of transmission / shutoff mechanism 200 is released to an unclamped state, accelerator lever 52 returns to the direction of arrow F4Cb, i.e., the idling position, due to the action of accelerator mechanism 50. In this way, when accelerator pedal 61 is abnormally depressed, transmission of movement to accelerator lever 52 is cut off by transmission / shutoff mechanism 200, and the engine returns to an idling state. On the other hand, if abnormal depression continues, accelerator pedal 61 assumes a nearly vertical position or posture, deep below the driver's feet under the seat, as shown in Figure 5(D).

[0039] At this time, the driver will feel the impact and sound when the locking pin 66 disengages from the locking projection 230 and when the connection by the magnet 254 is released. In addition, the accelerator pedal 61 will be in a nearly vertical position or posture, deep in the footwell below the driver's seat, causing the driver's feet to bend differently than usual. In other words, the driver's feet will be bent significantly from the ankles. From the impact, sound, and foot position associated with the release of the locking pin 66 and magnet 254, the driver will realize that he or she has mistakenly stepped on the accelerator instead of the brake.

[0040] <Returning> Next, as shown in FIG. 5(E), when the pedal arm 62 returns as indicated by arrow F4D, the magnetic influence of the magnet 254 and the action of the return spring 262 cause the clamp portion 220 to return as indicated by arrow F4E and return to the clamped state again, and the locking pin 66 is clamped to the locking protrusion 230, and the connection by the magnet 254 is also restored, so that the clamp portion 220 is again connected to the connecting portion 240 as shown in FIG. 5(F).

[0041] As described above, according to this embodiment, a) if the accelerator pedal 61 is mistakenly depressed instead of the brake pedal, the accelerator lever 52 is released from the accelerator pedal 61 and the engine is returned to an idling state, thereby preventing abnormal acceleration of the vehicle when the accelerator pedal 61 is mistakenly depressed. b) The driver is notified of the occurrence of the mistaken depression by an impact, sound, or foot position, and is prompted to apply the brakes, thereby restoring the vehicle to a normal state. c) By utilizing the accelerator mechanism already installed in the vehicle, retrofitting or replacement can be easily performed.

[0042] Next, a third embodiment of the present invention will be described with reference to FIGS. 6 and 7. This embodiment is an improvement over the first embodiment described above. The figures are side views, with FIG. 6(A) showing idling, FIG. 6(B) showing normal driving, FIG. 7(C) showing abnormal depression, and FIG. 7(D) showing lever return. The same reference numerals are used for components similar to or corresponding to those in the first embodiment. In these figures, an accelerator device 10A includes a transmission / shutoff mechanism 100A that transmits and shuts off accelerator depression between an accelerator mechanism 20 (genuine throttle mechanism) and a pedal mechanism 30. The accelerator mechanism 20 is embedded under the floor 12 of the vehicle, while the pedal mechanism 30 is exposed above the floor 12, with the transmission / shutoff mechanism 100A provided between them.

[0043] Of these, the accelerator mechanism 20, as described above, is equipped with the accelerator lever 22, and opening and closing of an electronic throttle (not shown) is controlled in accordance with the movement of the accelerator lever 22. On the other hand, the pedal mechanism 30, as described above, is also equipped with the accelerator pedal 32, the shaft stopper 34, and the return spring 36, and the accelerator lever 22 of the accelerator mechanism 20 moves in conjunction with the movement of the accelerator pedal 32. The accelerator lever 22 is returned to an idling state by the return spring 24.

[0044] In this embodiment, a transmission / disconnection mechanism 100A is provided between the accelerator lever 22 of the accelerator mechanism 20 and the accelerator pedal 32 of the pedal mechanism 30. More specifically, a locking pin 26A is provided at the tip of the accelerator lever 22, and a bearing 38A is provided on the back or lower side of the accelerator pedal 32. A rotating shaft 110A is provided on this bearing 38A, and a clamp portion 120A and a connecting portion 140A are each rotatably mounted on this rotating shaft 110A.

[0045] Of these, the clamp portion 120A has a movable piece 126A extending downward from the aforementioned rotating shaft 110A, and a recess 127 (see FIGS. 7C and 7D) at its tip (lower end) for clamping the locking pin 26A. On the other hand, the connecting portion 140A is generally frame-shaped and has a magnet 134A disposed therein. The locking pin 26A of the accelerator lever 22 fits between a locking piece 142B at the lower end of the magnet 134A and a bottom edge 142C of the frame. In the idling state shown in FIG. 6A, the movable piece 126A of the clamp portion 120A is attracted to the magnet 134A, such as neodymium, and the locking pin 26A of the accelerator lever 22 is locked between the recess 127 at its tip and the locking piece 142B of the connecting portion 140A.

[0046] Furthermore, a return spring 24 for the accelerator lever 22 is provided between the accelerator lever 22 and the housing bottom surface 14 of the accelerator device 10A, and a return spring 36 for the accelerator pedal 32 is provided between the accelerator pedal 32 and the housing top surface 16 of the accelerator device 10A. In commercially available vehicles, the movement of the accelerator pedal 32 is linked to the movement of the accelerator lever 22, so that the driver's depression of the accelerator pedal 32 is transmitted to the accelerator lever 22. In addition, a stopper 160A that restricts the movement of the accelerator lever 22 is provided on the housing bottom surface 14 of the accelerator device 10A.

[0047] Next, the overall operation of this embodiment will be described. <When Idling> First, when the vehicle is idling, as shown in FIG. 6A, the accelerator pedal 32 is not depressed and is held in its uppermost position by the return spring 36. The accelerator lever 22 is also held in its uppermost position by the return spring 24. In the transmission / disconnection mechanism 100A, the clamp portion 120A and the connecting portion 140A are connected by the action of the magnet 134A, and the locking pin 26A of the accelerator lever 22 is locked between the recess 127 of the clamp portion 120A and the locking piece 142B of the connecting portion 140A. This allows the movement of the accelerator pedal 32 to be directly transmitted to the accelerator lever 22 via the transmission / disconnection mechanism 100A.

[0048] 6(B), when the accelerator pedal 32 is depressed in the direction of arrow F6A, the clamp portion 120A and the connecting portion 140A move simultaneously, and as the accelerator pedal 32 is depressed in the direction of arrow F6A, the transmission / disconnection mechanism 100A also moves downward, and the accelerator lever 22 also moves downward, as shown by arrow F6B. In other words, the operation of the accelerator pedal 32 is transmitted directly to the accelerator lever 22 via the transmission / disconnection mechanism 100A, and the accelerator lever 22 also moves up and down in response to depression and release of the accelerator pedal 32, thereby accelerating and decelerating.

[0049] <In the event of abnormal depression> If the driver mistakes the accelerator for the brake and strongly depresses the accelerator pedal 32 as shown by arrow F6C in Figure 7(C), the accelerator lever 22 will hit stopper 160A and stop moving. Further depression of the accelerator pedal 32 will release the connection between clamp portion 120A and connecting portion 140A by magnet 134A. This will push movable piece 126A in the direction of arrow F6D, displacing connecting portion 140A in the direction of arrow F6E. In this way, the clamping of locking pin 26A of the accelerator lever 22 by clamp portion 120A will be released.

[0050] <When returning to idling> Then, as shown in FIG. 7D, the accelerator lever 22 is displaced in the direction indicated by the arrow F6F by the action of the return spring 24, and returns to the position of the idling state.

[0051] In addition, when the connection between the clamp portion 120A and the connecting portion 140A is released, the shock generated at the time of release is transmitted to the driver through the driver's foot pressing the accelerator pedal 32. Furthermore, the shock generated when the accelerator lever 22 hits the stopper 160A is also transmitted to the driver through the driver's foot. The driver also hears the sounds generated when the connection is released or when the accelerator lever hits the stopper 160A. From these shocks and sounds, the driver realizes that he or she has mistakenly pressed the accelerator instead of the brake. As a result, if the driver applies the brake (not shown), the vehicle will stop.

[0052] <When the lever returns> When the driver's foot is released from the accelerator pedal 32, the accelerator pedal 32 is returned in the direction opposite to the arrow F6A by the action of the return spring 36. This causes the clamping portion 120A and the connecting portion 140A to move upward. This causes the locking pin 26A of the accelerator lever 22 to re-engage with the locking piece 142B of the connecting portion 140A, and the clamping portion 120A to couple with the magnet 134A of the connecting portion 140A, restoring the state to that shown in FIG. 6(A). When the driver depresses the accelerator pedal 32, the vehicle accelerates again.

[0053] As described above, this embodiment also provides the following advantages. a) When the accelerator pedal 32 is mistakenly depressed for the brake pedal, the accelerator lever 22 is released from the accelerator pedal 32 and the engine is returned to an idling state, preventing the vehicle from accelerating abnormally during the abnormal depression. b) The driver is notified of the occurrence of the mistaken depression by an impact and sound, and is prompted to apply the brakes, thereby restoring the vehicle to a normal state. c) By utilizing the accelerator mechanism already installed in the vehicle, the transmission / disconnection mechanism 100A can be easily retrofitted or replaced in existing vehicles. d) Compared to the first embodiment described above, the configuration is simpler, yet basic transmission / disconnection operations are possible.

[0054] Next, a fourth embodiment of the present invention will be described with reference to Figures 8 and 9. This embodiment is an improvement over the third embodiment described above, but the basic operation is the same. Figure 8(A) shows idling, and (B) shows normal driving. Figure 9(C) shows abnormal depression, and (D) shows the lever return. The same reference numerals will be used for parts that are similar to or correspond to the third embodiment described above.

[0055] In this embodiment, accelerator device 10B is configured such that a transmission / shutoff mechanism 100A that transmits and cuts off accelerator depression is provided between accelerator mechanism 20B (genuine throttle mechanism) and pedal mechanism 30B. Accelerator mechanism 20B is provided so as to be embedded under the floor of the automobile, while pedal mechanism 30B is provided so as to be exposed above the floor of the automobile, with transmission / shutoff mechanism 100A provided between them.

[0056] Of these, the accelerator mechanism 20B differs from the above-described embodiment in that the accelerator lever 22B is rotatable about a rotation shaft 28B, with a locking pin 26B at its tip. The locking pin 26B is locked to the transmission / shutoff mechanism 100A. Meanwhile, a bearing 38B is provided on the rear or lower side of the accelerator pedal 32B of the pedal mechanism 30B. A rotation shaft 110B is provided on the bearing 38B, and the entire transmission / shutoff mechanism 100A is rotatably mounted on the rotation shaft 110B.

[0057] A return spring 24B for the accelerator lever 22B is provided between the accelerator lever 22B and the housing bottom surface 14B of the accelerator device 10B, and a return spring 36B for the accelerator pedal 32B is provided between the accelerator pedal 32B and the housing top surface 16B of the accelerator device 10B. In commercially available vehicles, the movement of the accelerator pedal 32B is linked to the movement of the accelerator lever 22B, so that the driver's depression of the accelerator pedal 32B is transmitted to the accelerator lever 22B. In addition, a stopper 160B that restricts the movement of the accelerator lever 22B is provided on the housing bottom surface 14B of the accelerator device 10B.

[0058] Next, the overall operation of this embodiment will be described. This embodiment differs only in the arrangement of the accelerator lever 22B and the return spring 36B, and the basic operation is the same as that of the third embodiment described above. <When idling> First, when idling, as shown in FIG. 8(A), the accelerator pedal 32B is not depressed and is held in its uppermost position by the return spring 36B. The accelerator lever 22B is also held in its uppermost position by the return spring 24B. In the transmission / shutoff mechanism 100A, the clamp portion 120A and the connecting portion 140A are connected by the action of the magnet 134A, and the movement of the accelerator pedal 32B is directly transmitted to the accelerator lever 22B via the transmission / shutoff mechanism 100A.

[0059] 7(B), when the accelerator pedal 32B is depressed in the direction of arrow F8A, the transmission / disconnection mechanism 100A also moves downward and rotates about the rotary shaft 28B, causing the tip of the accelerator lever 22B to move downward as well. In other words, the movement of the accelerator pedal 32B is transmitted directly to the accelerator lever 22B via the transmission / disconnection mechanism 100A, and the accelerator lever 22B follows in response to the depression and release of the accelerator pedal 32B, thereby accelerating and decelerating.

[0060] <In the event of abnormal depression> If the driver mistakes the accelerator for the brake and strongly depresses accelerator pedal 32B as shown by arrow F8B in Figure 9(C), accelerator lever 22B will hit stopper 160B and stop moving. If accelerator pedal 32B is then depressed further, the connection by magnet 134A will be released, and clamp portion 120A and connecting portion 140A of transmission / shutoff mechanism 100A will be separated as shown by arrows F8C and F8D, resulting in the state shown in Figure 9(D).

[0061] <When the accelerator lever is returned> Then, due to the action of the return spring 24B, the accelerator lever 22B rotates in the direction indicated by arrow F8E, returning to the idling position. At the same time, the driver experiences impacts caused by the accelerator lever 22B hitting the stopper 160B and by the release of the coupling by the magnet 134A. The resulting sounds are also heard by the driver. These impacts and sounds cause the driver to realize that he or she had mistakenly pressed the accelerator pedal for the brake. When the driver's foot subsequently releases the accelerator pedal 32B, the action of the return spring 36B returns the accelerator pedal 32B in the direction opposite to arrow F8A, and the transmission / disconnection mechanism 100A also returns to a state in which the clamp portion 120A and the connecting portion 140A are again engaged. As described above, this embodiment can also achieve the same effects as the third embodiment.

[0062] Next, a fifth embodiment of the present invention will be described with reference to Figures 10 and 11. In this embodiment, the transmission / shutoff mechanism shown in the third and fourth embodiments is applied to the suspended accelerator pedal shown in Figure 3 of the second embodiment. In the figures, (A) shows the state during idling, (B) shows the state during normal driving, and (C) shows the state during abnormal depression. In these figures, the accelerator device 40A, like the above embodiments, is configured such that a transmission / shutoff mechanism 200A is provided between an accelerator mechanism (genuine throttle mechanism) 50A and a pedal mechanism 60A.

[0063] Of these, the accelerator mechanism 50A is pre-installed in commercially available passenger cars and is available in a variety of mechanisms. For example, it has a function of detecting the accelerator pedal depression speed and stroke using a sensor and converting them into an electrical signal, and the opening and closing of an electronic throttle is controlled based on this signal. In a conventional vehicle, a pedal mechanism 60A is attached to the end of an accelerator lever 52A of the accelerator mechanism 50A. When the pedal mechanism 60A is not depressed, the accelerator mechanism 50A is in an idling state, and when the pedal mechanism 60A is depressed, the accelerator mechanism 50A is in an accelerating state.

[0064] On the other hand, the pedal mechanism 60A includes a pedal arm 62A that is bent as a whole. An accelerator pedal 61A is provided at the distal end (lower end) of the pedal arm 62A, and a transmission / shutoff mechanism 200A is provided on the opposite side. The transmission / shutoff mechanism 200A includes a clamp portion 220A and a connecting portion 240A, and the opposite side to the pedal arm 62A is the connecting portion 240A of the transmission / shutoff mechanism 200A. The connecting portion 240A rotates with the movement of the accelerator pedal 61A, and its upper end is axially fixed to the accelerator mechanism 50A by a rotating shaft 210A. A hook-shaped or L-shaped mounting piece 244A is formed in the middle of the connecting portion 240A, and a magnet 254A is attached to the connecting portion 240A. A hook-shaped or L-shaped mounting piece 246A is provided below the mounting piece 244A, extending opposite the mounting piece 244A, and a return spring 272A is provided between this mounting piece 246A and the lower end of the clamp piece 270A described later.

[0065] Meanwhile, clamp portion 220A of transmission / disconnection mechanism 200A faces connecting portion 240A, and both have their upper ends rotatably secured to accelerator mechanism 50A by rotating shaft 210A. The inside of the lower end of clamp portion 220A is provided with connecting portion 232A that connects to magnet 254A of connecting portion 240A. Normally, connecting portion 232A and magnet 254A are connected, allowing clamp portion 220A and connecting portion 240A to rotate together. When the driver abnormally depresses the pedal, the connection between clamp portion 220A and connecting portion 240A is released, allowing clamp portion 220A to rotate about rotating shaft 210A relative to connecting portion 240A, as shown in Figures 10(B) and 10(C).

[0066] Next, as shown in FIG. 11 , a clamp piece 270A abuts against the accelerator lever 52A of the accelerator mechanism 50A. The clamp piece 270A is bent as a whole, with its lower end 273A abutting against the accelerator lever 52A of the accelerator mechanism 50A and its upper end rotatably attached to the accelerator mechanism 50A by a rotation shaft 274A. A locking pin 276A is provided near the center of the bend of the clamp piece 270A, and this locking pin 276A normally engages with the locking protrusion 234A of the clamp portion 220A, as shown in FIG. 10(A). However, if the locking pin 276A disengages from the locking protrusion 234A of the clamp portion 220A during abnormal depression, the accelerator lever 52A will return in the direction of arrow F11, as shown in FIG. 11(E).

[0067] Next, the overall operation of this embodiment will be described.

[0068] <Idling / Normal Driving> When the vehicle is idling, the accelerator lever 52A of the accelerator mechanism 50A is in its uppermost position. As shown in FIG. 10(A), the clamp portion 220A and the connecting portion 240A are connected by the magnet 254A, and the locking pin 276A of the clamp piece 270A is locked to the locking protrusion 234A of the clamp portion 220A. The accelerator lever 52A and the clamp piece 270A at this time appear as shown in FIG. 11(D). Therefore, when the driver depresses the accelerator pedal 61A in the direction F10A, the entire transmission / disconnection mechanism 200A rotates together as shown in FIG. 10(B), causing the accelerator lever 52A of the accelerator mechanism 50A to rotate in the direction of arrow F10B. This causes the accelerator mechanism 50A to open the throttle (not shown), supplying fuel to the engine, increasing engine speed, and allowing the vehicle to move. When the accelerator pedal 61A is depressed, the vehicle accelerates, and when the accelerator pedal 61A is released, the vehicle decelerates.

[0069] <In the event of abnormal depression> Next, if the driver mistakenly depresses the accelerator pedal for the brake pedal, mistaking accelerator pedal 61A for the brake and depressing it hard as shown by arrow F10C in FIG. 11C, the connection by magnet 254A is released, and clamp portion 220A separates from connecting portion 240A as shown by arrow F10D. As a result, locking pin 276A of clamp piece 270A disengages from locking projection 234A of clamp portion 220A, and accelerator lever 52A returns in the direction of arrow F11 (see FIG. 11E). This causes the engine to return to idling.

[0070] At this time, the driver will feel the impact and sound when the locking pin 276A disengages from the locking protrusion 234A and when the connection by the magnet 254A is released. In addition, the accelerator pedal 61A will be in a nearly vertical position or posture, deep in the footwell below the driver's seat, causing the driver's feet to bend significantly from the ankles. The impact, sound, and foot position associated with the release of the locking pin 276A and magnet 254A will make the driver realize that he or she has mistakenly stepped on the accelerator instead of the brake.

[0071] <Returning> When accelerator pedal 61A is returned in the direction opposite to arrow F10C from the state shown in Figure 10(C), connecting portion 240A approaches clamp portion 220A, locking pin 276A of clamp piece 270A locks with locking projection 234A of clamp portion 220A, and magnetic coupling by magnet 254A is also restored, returning to the idling state shown in Figure 10(A).

[0072] As described above, this embodiment also returns the engine to idling when the accelerator pedal is pressed abnormally, preventing abnormal acceleration of the vehicle. The driver is notified of the occurrence of an erroneous accelerator pedal press by a shock, sound, or foot position. Furthermore, by utilizing the accelerator mechanism already installed in the vehicle, retrofitting or replacement is easy.

[0073] Next, a sixth embodiment of the present invention will be described with reference to FIGS. 12 to 14. In this embodiment, the movement of the accelerator pedal is electrically detected. FIG. 12 shows an example in which this embodiment is applied to a suspended accelerator. A pedal arm 62B of a pedal mechanism 60B is connected to an accelerator lever 52B of an accelerator mechanism 50B, so that the movement of the accelerator pedal 61B is transmitted to the accelerator lever 52B. If necessary, a cushion 56B may be provided between the accelerator mechanism 50B and the accelerator lever 52B to reduce impact when the accelerator pedal is pressed abnormally.

[0074] The accelerator mechanism 50B is provided with an accelerator sensor 300 that detects the accelerator opening, i.e., the depression amount of the accelerator pedal 61B. The accelerator sensor 300 may be, for example, a Hall sensor. The Hall sensor is provided on the pedal mechanism 60B side, and a permanent magnet is installed at the rotation center of the pedal arm 62B. The accelerator depression amount is detected by detecting the relative angle between the Hall sensor and the permanent magnet. The detection signal from the accelerator sensor 300 is supplied to an accelerator control device 310, and the accelerator sensor value is further supplied to an ECU (Electronic Control Unit) 320 that controls the operation of the vehicle. The ECU 320 has the function of electronically controlling the operation of the engine and controls an engine throttle 330 in response to an input signal. The ECU 320 is already installed in the automobile.

[0075] Next, FIG. 13 shows the operation procedure of the accelerator control device 310. When the accelerator sensor 300 detects the depression amount of the accelerator pedal 61B (step SA), the detection result is supplied to the accelerator control device 310 as an accelerator sensor value. The accelerator control device 310 then determines whether the accelerator sensor value exceeds a predetermined threshold value (step SB). The accelerator depression amount is approximately 80 to 90% at most under normal driving conditions, but is thought to reach 100% under abnormal driving conditions. Therefore, for example, an accelerator sensor value of 90% is set as the threshold value.

[0076] If the accelerator sensor value does not exceed the threshold value (No in step SB), the accelerator sensor value is output as is to ECU 320 (step SC). ECU 320 opens and closes engine throttle 330 in accordance with the accelerator sensor value (step SD) to perform normal acceleration and deceleration operations.

[0077] On the other hand, if the accelerator sensor value exceeds the threshold value (Yes in step SB), the accelerator sensor value "0" is output to the ECU 320 (step SE). Therefore, the ECU 320 determines that the accelerator pedal 61B has returned to the idling position and sets the engine throttle 330 to a state corresponding to the idling position (step SF). This causes the vehicle to transition to an idling state (step SG). This operation continues until the accelerator sensor value from the accelerator sensor 300 becomes "0," that is, until the driver realizes that they have mistakenly pressed the accelerator for the brake and takes their foot off the accelerator (No in step SH). Then, once the accelerator sensor value becomes "0" (Yes in step SH), normal operation resumes, and the operations from step SB onward are repeated.

[0078] This is shown in Figures 14(A) and 14(B), where Figure 14(A) shows the accelerator sensor value and Figure 14(B) shows the change over time in accelerator depression amount. When the accelerator is depressed from time ta, the accelerator sensor value changes according to the accelerator depression amount, causing the vehicle to repeatedly accelerate and decelerate. If, under normal driving conditions, the driver mistakenly depresses the accelerator instead of the brake at time tb, the accelerator depression amount exceeds the threshold, causing the accelerator sensor value to also exceed the threshold. In this case, the accelerator control device 310 controls the accelerator sensor value to "0" as shown in Figure 14(A). When this value is input to the ECU 320, the ECU 320 determines that the accelerator is no longer being depressed and controls the engine throttle 330 to idle.

[0079] During this time, the driver continues to depress the accelerator, resulting in the accelerator depression amount shown in Figure 1(B). Then, at time tc, the driver realizes that he or she has accidentally depressed the accelerator and releases it, causing the accelerator depression amount to decrease steadily, reaching an idling position at time td. When this is detected by the accelerator control device 310 from the output signal of the accelerator sensor 300, the accelerator control device 310 resumes outputting accelerator sensor values ​​for normal operation, as shown in Figure 1(A).

[0080] As described above, this embodiment has the following advantages: a) When the accelerator pedal is depressed beyond a certain level, it is determined that the accelerator has been mistaken for the brake, and the ECU is controlled to return the accelerator to an idling state, thereby preventing abnormal acceleration of the vehicle when the accelerator is mistaken. b) Since the ECU already installed in the vehicle is used as is, installation in existing vehicles is easy. c) In this embodiment, control is performed using electrical signals, and by utilizing these signals, a warning of the mistaken pedal can be easily displayed on the display or a warning sound can be sounded by a buzzer.

[0081] <Other Embodiments> The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit and scope of the present invention. Examples include the following. (1) The shapes and dimensions of the components shown in the above embodiments are merely examples and can be modified to achieve the same effect. For example, the following may be possible: a. The return spring may be increased or decreased as needed. b. The magnet may be provided on either the fixed side or the movable side, or on both sides. The strength of the magnetic attraction force is set appropriately depending on the degree of accelerator pedal depression that is determined to be abnormal. It may also be set for each driver and each vehicle model. (2) Although Example 6 shown in Figures 12 to 14 is for a suspended accelerator, it can also be applied to an organ-type accelerator.

[0082] (3) The above embodiments may be combined. For example, the mechanical embodiments 1 to 5 may be combined with the electrical embodiment 6 shown in Figures 12 to 14. In this way, even if a malfunction occurs in the mechanical transmission / shutoff mechanism, the electrical accelerator control device will operate, further reducing the occurrence of accidents caused by mistaking the accelerator for the brake. (4) The above embodiments show the case where the present invention is applied mainly to automobiles using internal combustion engines, but it is also applicable to electric automobiles, hybrid vehicles, etc. (5) Although the present invention is primarily applicable to automobiles, it is also applicable to vehicles and other moving objects in general that accelerate and decelerate using an accelerator pedal.

[0083] According to the present invention, when the accelerator is mistakenly depressed instead of the brake, the accelerator lever is released and disengaged from the accelerator pedal movement, and the accelerator lever returns to an idling state, preventing the vehicle from accelerating. In addition, the shock and sound generated when the accelerator is released and disengaged can alert the driver that the accelerator has been mistakenly depressed instead of the brake, making this an ideal vehicle accelerator device for reducing accidents caused by misapplication.

[0084] 10, 10A, 10B: Accelerator device 12: Floor surface 14, 14B: Bottom surface of housing 16, 16B: Top surface of housing 20, 20B: Accelerator mechanism 22, 22B: Accelerator lever 24, 24B: Return spring 26, 26A, 26B: Locking pin 28B: Rotating shaft 30, 30B: Pedal mechanism 32, 32B: Accelerator pedal 34: Shaft stopper 36, 36B: Return spring 38, 38A, 38B: Bearing 40, 40A: Accelerator device 50, 50A, 50B: Accelerator mechanism 52, 52A: Accelerator lever 56B: Cushion 60, 60A, 60B: Pedal mechanism 61, 61A, 61B: Accelerator pedal 62, 62A, 62B: Pedal arm 64: Bent portion 66: Locking pin 68: Shaft locking hole 100, 100A: Transmission / shutoff mechanism 110, 110A, 110B: Rotating shaft 120: Connection part 120A: Clamp part 122: Main body 124: Through hole 126: Guide plate 126A: Movable piece 127: Recess 128: Guide arm 130: Guide hole 132: Holding plate 134, 134A: Magnet 140: Clamp part 140A: Connection part 142: Main body 142A: Long side 142B: Locking piece 142C: Bottom side 144: Through hole 146: Guide groove 148: Locking protrusion 150: Metal plate 160, 160A, 160B: Stopper 200, 200A: Transmission / shutoff mechanism 210, 210A, 212: Rotating shaft 220, 220A: Clamping portion 222: Movable plate 224: Metal plate 226: Piece 228: Shaft retaining hole 230: Locking protrusion 232A: Joining portion 234A: Locking protrusion 240, 240A: Connecting portion 242: Guide plate 244, 244A: Mounting piece 246: Fixed piece 246A: Mounting piece 248: Shaft retaining hole 250: Extension piece 251: Guide hole 252: Shaft retaining hole 254, 254A: Magnet 260, 262: Return spring 270A: Clamping piece 272A: Return spring 273A: Lower end 274A: Rotating shaft 276A: Locking pin 300: Accelerator sensor 310: Accelerator control device 320: ECU 330: Engine throttle

Claims

1. An accelerator device for a vehicle that transmits the movement of an accelerator pedal in a pedal mechanism to an accelerator lever of an accelerator mechanism, wherein a transmission / cut-off mechanism is provided between the pedal mechanism and the accelerator mechanism, the transmission / cut-off mechanism comprising: connecting means that transmits the movement of the accelerator pedal to the accelerator lever; clamping means that clamps the accelerator lever to the connecting means; releasing means that unclamps the accelerator lever by the clamping means in order to cut off the transmission of the movement of the accelerator pedal by the connecting means when the accelerator is mistaken for the brake; and return means that returns the accelerator lever to an idling state when the releasing means operates.

2. The accelerator device according to claim 1, wherein the connecting means and the clamping means are connected by a magnetic means, and when the accelerator is mistakenly pressed instead of the brake, the connection by the magnetic means is released and the clamping means releases the clamping of the accelerator lever.

3. The accelerator device according to claim 2, wherein the accelerator device is an organ-type accelerator device in which the accelerator pedal is mounted on the floor of the vehicle, and a stopper is provided on the floor of the housing of the accelerator device to restrict the movement of the accelerator lever, and when the accelerator lever hits the stopper due to an error in pressing the accelerator instead of the brake, the connection by the magnet means is released and a release operation is performed by the release means.

4. An accelerator device as described in claim 3, further comprising a locking pin provided at the tip of the accelerator lever of said accelerator device, and said locking pin being clamped by said clamping means, thereby transmitting the movement of said accelerator pedal to said accelerator lever, and in the event of mistakenly stepping on the accelerator instead of the brake, said clamping means releases the clamping of said locking pin, and a return spring provided between said accelerator lever and the floor surface of the housing of said accelerator device returns said accelerator lever to an idling state.

5. An accelerator device as claimed in claim 1 or 2, characterized in that the accelerator device is a suspended accelerator device in which the accelerator pedal is suspended towards the floor of the vehicle, an accelerator arm that suspends the accelerator pedal is attached to the connecting means, and the accelerator mechanism has the function of the return means that returns the accelerator lever to an idling state when the accelerator is mistaken for the brake.

6. An accelerator device as claimed in claim 5, characterized in that the clamping means is provided with a clamp piece, the movement of the accelerator pedal is transmitted to the accelerator lever by this clamp piece, and when the accelerator is mistakenly pressed instead of the brake, the clamping of the accelerator lever by said clamp piece is released.

7. An accelerator device according to claim 5 or 6, characterized in that the accelerator pedal is provided so as to be in the extension direction of the accelerator lever during idling.

8. An accelerator device according to claim 7, wherein the accelerator pedal is in a position different from the normal position when the release means releases the clamp.

9. An accelerator device which controls the acceleration and deceleration of a vehicle by an ECU according to the amount of depression of an accelerator pedal, comprising: sensor means which detects the amount of depression of the accelerator pedal and outputs an accelerator sensor value; and accelerator control means which outputs the accelerator sensor value input from the sensor means to the ECU, wherein the accelerator control means, when it determines, based on the accelerator sensor value of the sensor means, that the amount of depression of the accelerator pedal has exceeded a predetermined threshold and that an accelerator has been mistaken for a brake, outputs an accelerator sensor value which sets the vehicle in an idling state to the ECU; and when it determines, based on the accelerator sensor value of the sensor means, that the accelerator pedal has returned to the idling position, outputs the accelerator sensor value of the sensor means to the ECU.

10. An accelerator device comprising the accelerator device according to any one of claims 1 to 8 and the accelerator device according to claim 9.

11. A vehicle equipped with an accelerator device according to any one of claims 1 to 10.

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