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WO2018186368A1 - Dispositif permettant d'annuler l'actionnement erroné d'une pédale d'accélérateur - Google Patents

Dispositif permettant d'annuler l'actionnement erroné d'une pédale d'accélérateur Download PDF

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Publication number
WO2018186368A1
WO2018186368A1 PCT/JP2018/014171 JP2018014171W WO2018186368A1 WO 2018186368 A1 WO2018186368 A1 WO 2018186368A1 JP 2018014171 W JP2018014171 W JP 2018014171W WO 2018186368 A1 WO2018186368 A1 WO 2018186368A1
Authority
WO
WIPO (PCT)
Prior art keywords
arm
accelerator
transmission member
brake
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/014171
Other languages
English (en)
Japanese (ja)
Inventor
南平次
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanki Kogyo Kabushiki Gaisya
Original Assignee
Nanki Kogyo Kabushiki Gaisya
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nanki Kogyo Kabushiki Gaisya filed Critical Nanki Kogyo Kabushiki Gaisya
Priority to JP2018536516A priority Critical patent/JP6501333B2/ja
Publication of WO2018186368A1 publication Critical patent/WO2018186368A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangement or mounting of propulsion-unit control devices in vehicles
    • B60K26/02—Arrangement or mounting of propulsion-unit control devices in vehicles of initiating means or elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/04—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by mechanical control linkages
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/54—Controlling members specially adapted for actuation by auxiliary operating members or extensions; Operating members or extensions therefor (pedal extensions)

Definitions

  • the present invention relates to an apparatus for preventing a vehicle from running away when a driver depresses the accelerator pedal by mistake in stepping on a brake in a vehicle in which the vehicle speed is controlled by operating an accelerator pedal.
  • Patent Literature 1 includes an accelerator pedal mechanism including an accelerator linkage mechanism that is linked to a wire actuating plate that locks an accelerator wire at the tip of an accelerator rod that has an accelerator pedal, or that is released from the linkage. It has a force transmission member, a brake arm is fixed to one end, and the other end is attached to a pivot, and a brake arm is operated by a turning motion. The brake arm and the accelerator pedal stepping force transmission member are connected to each other. However, it has a configuration including a pedal linkage mechanism that converts further depression force of the accelerator pedal into depression of the brake pedal from the time of releasing the depression force transmission.
  • the pedal linkage mechanism in the accelerator pedal malfunction elimination apparatus described above includes a motion conversion mechanism that converts the swing motion of the accelerator pedal provided at substantially the center of the accelerator rod into a rotational motion, and a fixed position of the accelerator pedal via the motion conversion mechanism. It is composed of a mechanism that moves when the pedal is further depressed, and a brake arm that is pivotally attached to this mechanism. When the accelerator pedal is depressed from a certain position, the accelerator linkage mechanism is released and the accelerator wire is released. The brake pedal is slightly depressed through the motion conversion mechanism.
  • the brake pedal is operated by the movement of the interlocking rod fixed to the substantially central portion of the accelerator rod constituting the motion conversion mechanism and the action of the interlocking link attached to the brake arm.
  • the moving distance of the interlocking rod was short, and the braking effect was very slight.
  • the accelerator pedal malfunction elimination device is configured to avoid this malfunction at an extremely early stage when the accelerator pedal malfunction occurs. At the same time, the malfunction of the accelerator pedal is noticed and avoided.
  • the vehicle is braked by performing the initial braking operation, followed by the original braking operation. If the driver is distracted and cannot switch to the brake pedal, sufficient deceleration and braking actions are performed. I could't.
  • the brake arm 4 is fixed to one end and the other end is attached to the pivot 3 to perform a braking operation by a rotational movement;
  • An accelerator pedal stepping force transmission member 8 for fixing the accelerator pedal 5 to one end, loosely inserting the swing fulcrum pin 6 to the middle portion, and hooking the accelerator wire 7 to the other end;
  • An accelerator linkage mechanism that constitutes a part of the accelerator pedal depression force transmission member 8 and transmits the depression force to the accelerator wire 7 or cancels the transmission;
  • the brake arm 4 includes a mounting bracket 12 that jumps out from the vicinity of the arm bending portion toward the accelerator pedal depression force transmission member side, a column
  • the member 8 is attached via a swinging fulcrum pin 6 so as to be rotatable, and a first rising member 10 provided with a return spring 11 for returning to the initial position when the accelerator pedal is released, A second rising member 17 for attaching the accelerator wire 7 to the upper end of the stepping force conversion suspended body 15 so that the base end is pivotably attached to the lower end portion opposite to the pedal;
  • the accelerator linkage mechanism includes an accelerator linkage member provided at an intermediate portion of the second rising member 17, and an accelerator linkage member provided on the first rising member 10 and corresponding to the rotation angle of the first rising member.
  • the pedal linkage mechanism includes a guide member 18 that is inserted through the stepping force conversion suspended body and abuts one end against the wall body; A linkage connecting member that connects the suspension pin 13 and the upper end of the first rising member 10 to perform the interlocking between them in accordance with the rotation angle of the first rising member; A conversion fitting 20 supported by a bearing 15d provided in an intermediate portion of the stepping force conversion suspended body; A conversion fitting rotating member that can contact the conversion fitting 20 and turn the conversion fitting at the time of rotation of the linkage connecting member; An accelerator pedal malfunction elimination apparatus, comprising: a lock fitting 21 that is pivotably suspended from the conversion fitting and engages or disengages a lower engagement portion with a notch portion of the guide member.
  • the present invention has been created in view of the above-described problems of the prior art with the object of providing an accelerator pedal malfunction elimination device that can be realized with a simple structure without causing trouble in normal driving. .
  • the accelerator pedal malfunction elimination device of the present invention is Brake arm 10 swinging relative to the vehicle body,
  • the transmission member 20 that swings relative to the brake arm 10 and simultaneously swings the brake arm 10 by pressing the pressed portion of the brake arm 10 when the brake arm 10 swings in the stepping direction of the brake arm 10.
  • An accelerator arm 40 that swings relative to the transmission member 20; Means for prohibiting the swing of the transmission member 20 to which the accelerator arm 40 is pivotally mounted within the normal depression angle of the accelerator arm 40; When the depression angle of the accelerator arm 40 exceeds the normal range, the means for prohibiting the swinging of the transmission member 20 is released, and the transmission member pressing portion of the accelerator arm 40 pushes the pressed portion of the transmission member for transmission.
  • the invention according to claim 2 is characterized in that, in the accelerator pedal malfunction elimination device, a stopper rod 70 whose one end abuts against the wall surface of the vehicle body is slidably slidably fitted to the transmission member 20, and A lock member 41 is provided for restricting sliding and fixing the stopper rod 70 to the transmission member 20,
  • the lock member 41 is configured to be unlocked by detecting that the depression angle of the accelerator arm 40 has exceeded the normal range, Within the normal depression angle of the accelerator arm 40, one end of the stopper rod 70 that cooperates with the transmission member 20 by the lock member 41 abuts against the wall surface of the vehicle body to prevent the transmission member 20 from swinging.
  • the accelerator arm 40 swings with respect to the member 20, When the depression angle of the accelerator arm 40 exceeds the normal range, this is detected, the lock by the lock member 41 is released, and the transmission member 20 that is free with respect to the stopper rod 70 is pressed by the accelerator arm 40 to cause the accelerator. It swings with the arm 40.
  • the engagement portion 43A at one end is engaged with and engaged with the engagement hole 71 provided in the stopper rod 70, and the abutment at the other end.
  • a lock lever 43 that is pressed by contact and separation of the contact protrusion 42 provided on the accelerator arm 40 is pivotally attached to the transmission member 20. While urging the engaging portion 43A at one end toward the stopper rod 70, The lock member 41 is set by setting the operating position of the lock lever 43 so that the contact protrusion 43B presses the contact portion 43B at the other end when the depression angle of the accelerator arm 40 exceeds the normal range. It is characterized by that.
  • the stepping angle of the accelerator arm 40 exceeds a normal range, and the means for inhibiting the swinging of the transmission member 20 is released.
  • the transmission member pressing portion presses the pressed portion of the transmission member and simultaneously swings the transmission member, the front end of the pressing member moves forward from the transmission member, thereby swinging the brake arm 10 by an amount larger than the swing amount of the transmission member.
  • a brake arm pressing portion 90 to be moved is provided on the transmission member.
  • the tip travels on a traveling surface 75 having a height difference provided at the lower end of the stopper rod 70 when the transmission member is moved forward by swinging the transmission member.
  • the operating lever 92 whose front is swung in the downward direction is pivotally attached to the transmission member 20, and the rear of the pressing rod 94 which is advanced and retracted forward and backward of the transmission member is pivotally attached above the operating lever.
  • the pressing portion pushes the pressed portion of the transmission member and simultaneously swings the transmission member, the pressing tip of the pressing rod advances forward from the transmission member, so that the brake arm 10 is moved in a larger amount than the swing amount of the transmission member.
  • the brake arm pressing portion 90 is made to swing.
  • the accelerator arm 40 is connected to the throttle valve side arm mechanism 47 on the connection side to the throttle valve and the pedal side arm mechanism 50 on the connection side to the accelerator pedal.
  • a connection member 53 for connecting both arm pieces is provided,
  • the pedal-side arm mechanism 50 of the accelerator arm 40 is further depressed from the stage where the normal depression angle is exceeded, the connection of the throttle member to the throttle valve-side arm mechanism 47 by the connection member 53 is released, thereby The connection to the throttle valve is released.
  • the engagement portion 55A of the engagement arm 55 fixed to one end of the pivot 54 is connected to the engagement portion 47A provided in the throttle valve side arm mechanism 47.
  • the connecting member 53 that travels on the traveling surface 72 of the upper surface of the stopper rod 70 that engages and the traveling portion 57 of the traveling arm 56 fixed to the other end of the pivot 54 slides on the accelerator arm 40 is connected to the accelerator arm 40.
  • the accelerator arm 40 provided with the contact protrusion 42 for pressing the lock lever 43 and the pressing arm 60 have a common pivot 61 to transmit the transmission member.
  • the two arms 40 and 60 are fixed so as to be freely contactable and separable with a biasing force in the proximity direction.
  • the pedal side arm mechanism 50 of the accelerator arm 40 is applied with a biasing force in a direction opposite to the stepping direction so that the pedal exceeds the normal stepping angle.
  • the pedal side arm mechanism 50 is immediately stopped by stopping the depression of the pedal side arm mechanism 50. And the throttle valve side arm mechanism 47 are restored to enable normal accelerator operation.
  • the brake arm 10 when the depression angle of the accelerator arm 40 exceeds the normal depression range, the brake arm 10 is swung in the depression direction together with the accelerator arm 40 via the transmission member 20.
  • the connection of the accelerator arm 40 to the throttle valve is released and the accelerator is returned. Therefore, if the accelerator is depressed at a stroke to perform a downshift by kickdown, there is a surplus momentum. Even if you step on the accelerator too much, the brake is first depressed.
  • the brake arm 10 when the depression angle of the accelerator arm 40 exceeds the normal depression range, the brake arm 10 is swung in the depression direction together with the accelerator arm 40 via the transmission member 20 to apply the brake. .
  • the accelerator requires a step allowance for operating the brake in addition to the step allowance for the original accelerator operation. Therefore, there arises a problem that the positional relationship between the brake pedal and the accelerator pedal with respect to the vehicle body is different from that of a normal automobile.
  • the invention described in claim 4 was created for the purpose of solving the above-mentioned problems. That is, according to the present invention, the stepping angle of the accelerator arm 40 exceeds the normal range, the means for prohibiting the swing of the transmission member 20 is released, and the transmission member pressing portion of the accelerator arm 40 pushes the pressed portion of the transmission member for transmission.
  • a brake arm pressing portion 90 that swings the brake arm 10 by a larger amount than the swinging amount of the transmission member is provided on the transmission member by the front end of the pressing portion moving forward from the transmission member.
  • the forward end swings in the downward direction by traveling on the traveling surface 75 having a height difference provided at the lower end of the stopper rod 70.
  • the actuating lever 92 that pivots is pivotally attached to the transmission member 20, and the rear side of the pressing rod 94 that advances and retreats forward and backward of the transmitting member is pivoted above the actuating lever, whereby the transmitting member pressing portion is pressed against the transmitting member.
  • a brake arm pressing portion 90 that rocks the brake arm 10 by a larger amount than the swinging amount of the transmission member by advancing the pressing tip of the pressing rod forward of the transmission member; Therefore, the stepping amount of the accelerator for operating the brake with an extremely simple configuration can be made smaller than the stepping amount of the actual brake.
  • the transmission is performed with the pressing arm 60 fixed to the accelerator arm with a biasing force in the proximity direction so as to be freely contacted and separated. Since the member is pressed and the accelerator arm is arranged in the direction of pulling the pressing arm 60, the driver steps on the accelerator arm 40 beyond the range of the normal stepping angle, and the pressing arm 60 pulled thereby pulls the transmission member 20 When pressing, a resistance force against the urging force that pulls both arms 40 and 60 in the proximity direction is applied to the sole of the driver.
  • the stepping allowance is generated from the stage where the driver depresses the accelerator beyond the range of the normal depression angle until the distance between the arms 40 and 60 is increased until the brake is actually depressed. If the driver who feels the vehicle does not depress further, the brake is prevented from being depressed, and the kickdown operation for the purpose of acceleration is prevented more reliably.
  • the pedal side arm mechanism 50 of the accelerator arm 40 since the urging force in the direction opposite to the stepping direction is applied to the pedal side arm mechanism 50 of the accelerator arm 40, the pedal side arm mechanism 50 and the throttle valve side exceed the normal stepping angle.
  • the connection to the arm mechanism 47 is released and the connection to the throttle valve is released, the pedal side arm mechanism 50 and the throttle valve side arm mechanism 47 are immediately
  • the normal accelerator operation is enabled and normal operation is possible.
  • FIG. 1 It is a perspective view of the accelerator pedal malfunction elimination apparatus of this invention. It is an expansion perspective view of the principal part same as the above. It is a disassembled perspective view of the accelerator pedal malfunction elimination apparatus of this invention. It is a right view which shows the state at the time of driving standby same as the above. It is a left view which shows the state at the time of driving
  • FIG. 6 is a right side view showing a state where the brake pedal is operated as a result of excessive depression of the accelerator pedal by mistakenly depressing the brake and the accelerator. It is a left view which shows the state which the brake pedal acted as a result of having stepped on the brake and the accelerator mistakenly and having stepped on the accelerator pedal excessively.
  • FIG. 4 is a right side view showing a state where the accelerator is released as a result of excessive depression of the accelerator pedal by mistakenly depressing the brake and the accelerator.
  • FIG. 4 is a right side view showing a state where the accelerator is released as a result of excessive depression of the accelerator pedal by mistakenly depressing the brake and the accelerator.
  • FIG. 5 is a left side view showing a state where the accelerator is released as a result of excessive depression of the accelerator pedal by mistakenly depressing the brake and the accelerator. It is a left view which shows the state at the time of driving
  • FIG. 4 is a right side view showing a state where the accelerator pedal is excessively depressed by mistakenly depressing the brake and the accelerator.
  • the accelerator pedal malfunction elimination device of the present invention activates the brake pedal by depressing the accelerator pedal or releases the connection to the throttle valve according to the depression angle of the accelerator pedal. Therefore, in the accelerator pedal malfunction elimination device of the present invention, in addition to the accelerator arm 40 that swings when the accelerator pedal AP is depressed and the brake arm 10 that swings when the brake pedal BP is depressed, A transmission member 20 is provided for cooperating both in accordance with the depression angle.
  • the depression angle of the accelerator pedal that triggers the operation of the brake pedal and the disconnection of the throttle valve exceeds the angle that the driver depresses in normal driving when the driver makes a mistake in depressing the brake and accelerator.
  • the angle of the specified area is assumed. However, if the driver cannot sense the area, there is a risk that normal driving will be hindered.
  • the accelerator pedal malfunction elimination device of the present invention since the brake is first depressed, the driver notices excessive depression due to the feeling of the sole at that stage, but in this embodiment, further constant resistance force is applied. By providing the given step allowance, the driver can more reliably detect it with the sole of the foot, and the brake is not immediately depressed.
  • FIG. 1 to 3 are perspective views for explaining members of the accelerator pedal malfunction elimination apparatus of the present invention.
  • the brake arm 10 having the brake pedal BP at one end swings with respect to the vehicle body.
  • the brake arm 10 is fixed on the brake arm 100 already provided in the automobile.
  • FIG. 3 shows this state, and the both are integrated by holding the brake arm 100 already provided in the automobile by the holder 11 protruding from the brake arm 10.
  • the brake arm 10 of the present invention swings around the axis 101 of the brake arm 100 already installed in the automobile.
  • the illustration of the brake key pedal BP1 of the brake arm 100 already provided in the automobile is omitted.
  • the above configuration is based on the reason that the existing brake arm cannot be removed in accordance with the safety standard of the automobile.
  • the brake arm 10 according to the present invention may be directly provided in the automobile if it meets the safety standard. is there.
  • the transmission member 20 is a member that starts to swing according to the depression angle of the accelerator pedal and transmits the swing to the brake arm 10, but is pivoted by the pivot 12 via the transmission member arm 20 ⁇ / b> A extending upward. It is provided so as to be swingable with respect to the brake arm.
  • the rear surface serving as the brake arm pressing portion pushes the overhang 13 serving as the pressed portion of the brake arm 10, and the brake arm is attached thereto.
  • the shaft 101 of the brake arm 100 already installed in the automobile is swung around the pivot. Therefore, when the brake arm 10 is swung in the stepping direction, the swing is not transmitted to the transmission member 20.
  • the accelerator arm 40 is pivotally arranged with respect to the transmission member 20 with a pivot 61.
  • the accelerator arm 40 pushes the transmission member 20 and swings it when it is depressed beyond the depression angle in normal driving, that is, when the driver makes a mistake in depressing the brake and the accelerator and depressing the brake intentionally.
  • the stopper rod 70 whose one end is in contact with the wall surface S of the vehicle body is slidably fitted to the transmission member 20, and the sliding of the stopper rod 70 is restricted to the transmission member 20.
  • a lock member 41 for fixing the stopper rod 70 is provided, and the lock member 41 is configured to be unlocked when the depression angle of the accelerator arm 40 exceeds a normal range.
  • the stopper rod 70 is formed in a rectangular shaft shape that is inserted into and slides in the holding portion 21 penetrating in the entire length direction of the transmission member 20, and an engagement hole 71 described later is formed on the middle upper surface from the middle.
  • a running surface 72 which will be described later, is recessed on the upper surface of the wire, and is urged toward the back surface of the transmission member by a tension coil spring 73.
  • the lock member 41 is constituted by a lock lever 43 pivotally attached to the transmission member 20 in this embodiment.
  • the lock lever engages and engages with an engagement hole 71 provided in a stopper rod 70 slidably fitted to the transmission member 20 at one end of the engagement portion 43 ⁇ / b> A. It is pressed by contact and separation of the abutting protrusion 42 provided, and is biased by the torsion coil spring 44 so that the engaging portion at one end is directed toward the stopper rod.
  • the lock lever 43 has one end pressed by pressing the abutting portion 43B at the other end by the abutting projection 42 protruding in front of the accelerator arm when the depression angle of the accelerator arm 40 exceeds the normal range.
  • the operating position is set so that the engaging portion 43A swings in a seesaw shape and disengages from the engaging hole 71 provided in the stopper rod 70.
  • FIG. 7 when the engaging portion 43A is disengaged from the engaging hole 71 provided in the stopper rod 70 when the depression angle of the accelerator arm 40 exceeds the normal range, the lock by the lock member 41 is released, and the transmission member 20 is It becomes free with respect to the stopper rod 70.
  • the transmission member 20 is pressed by the accelerator arm 40 and swings together with the accelerator arm 40, and the rear surface of the transmission member 20 pushes the overhang 13 of the brake arm 10 so that the brake arm is already installed in the vehicle to which the brake arm is attached.
  • the brake is operated by swinging the shaft 101 of the 100 as a pivot.
  • the end of the stopper rod 70 that is in contact with the wall surface S of the vehicle body swings upward together with the transmission member 20, so that the movement is smoothed by providing the wheel 74 at the end. Yes.
  • FIGS. 13 to 14 are diagrams showing different embodiments of the mechanism by which the transmission member 20 presses the brake arm 10.
  • the transmission member 20 is pressed by the accelerator arm 40 and swings together with the accelerator arm 40, and the back surface pushes the overhang 13 of the brake arm 10 to swing the brake arm. Therefore, the swing amount of the accelerator arm 40 and the swing amount of the brake arm 10 are equal.
  • the accelerator requires a step for operating the brake in addition to the step for the original accelerator operation. Therefore, there arises a problem that the positional relationship between the brake pedal and the accelerator pedal with respect to the vehicle body is different from that of a normal automobile.
  • the stepping angle of the accelerator arm 40 exceeds the normal range, the means for prohibiting the swing of the transmission member 20 is released, and the transmission member pressing portion of the accelerator arm 40 pushes the pressed portion of the transmission member.
  • a brake arm pressing portion 90 that swings the brake arm 10 by an amount larger than the swing amount of the transmission member is provided on the transmission member by the front end of the pressing member moving forward from the transmission member. Yes.
  • reference numeral 92 denotes an operating lever of the brake arm pressing portion 90.
  • the actuating lever 92 has an inverted T-shape consisting of a base and a rising edge, and the rear end of the base is pivotally attached to the transmission member 20 by a pivot 91 so that the front end of the base swings up and down and the upper end of the rising edge swings back and forth To do.
  • Reference numeral 94 in the figure denotes a pressing rod that moves forward and backward of the transmission member 20 and pushes the overhang 13 of the brake arm 10. The pressing rod 94 is moved back and forth in accordance with the swing of the operating lever by pivotally attaching the rear end thereof to the upper end of the rising side of the operating lever 92 by the pivot 93.
  • a traveling portion 95 for traveling on a traveling surface 75 provided at the lower end of the stopper rod 70 when the transmission member 20 is swung is provided at the bottom end of the operating lever 92.
  • the wheel is employ
  • the travel surface 75 is provided with a height difference that increases in height via a slope 75A at the start end. Therefore, when the transmission member pressing portion of the accelerator pedal pushes the pressed portion of the transmission member and simultaneously swings the transmission member, the traveling portion 95 at the tip of the bottom side of the operating lever 92 that is pivotally attached thereto moves the stopper member 70.
  • the travel lever 75 swings counterclockwise by traveling on the traveling surface 75 provided at the lower end and climbing the slope 75A at the starting end of the traveling surface, and the pressing rod 94 pivotally attached to the upper end of the rising side moves forward. Then, the overhang 13 of the brake arm 10 is pushed.
  • the accelerator arm 40 is divided into a throttle valve side arm mechanism 47 on the connection side to the throttle valve and a pedal side arm mechanism 50 on the connection side to the accelerator pedal, and the connection for connecting both arm pieces is provided.
  • a member 53 is provided.
  • an urging force in a direction opposite to the stepping direction is applied to the pedal arm mechanism 50 by a torsion coil spring (not shown).
  • connection member 53 operates when the brake pedal is operated when the depression of the accelerator arm 40 exceeds the normal depression angle, and when the depression is further depressed, the connection with the throttle valve side arm mechanism 47 is released. This is for releasing the connection to the throttle valve.
  • This connecting member 53 is provided with an engaging arm 55 at the right end of a pivot 54 arranged on a pressing arm 60 (details will be described later) cooperating with the accelerator arm 40 and a traveling arm 56 at the left end.
  • An engaging portion 55A for engaging with an engaging portion 47A provided in the throttle valve side arm mechanism 47 is provided at the tip, and an upper surface of a stopper rod 70 that slides against the accelerator arm 40 is provided at the tip of the traveling arm 56.
  • a traveling unit 57 for traveling on the traveling surface 72 is provided.
  • the traveling surface 72 traveling on the traveling portion 57 is recessed in the shape of a groove or a notch from the front to the middle of the upper surface of the stopper rod 70, and forms a slope that follows the upper surface of the stopper rod at the end thereof. There is a height difference.
  • FIG. 10 to FIG. 11 are diagrams showing the operation of the above configuration.
  • the brake is first actuated, and when the driver further depresses the accelerator and the transmission member 20 moves with respect to the stopper rod 70, the stopper rod is moved accordingly.
  • the traveling portion 57 of the traveling arm 56 of the connecting member 53 traveling on the upper traveling surface 72 of the connecting member 53 is lifted by climbing the end slope of the traveling surface.
  • the connecting member 53 swings in the direction of releasing the connection with the throttle valve side arm mechanism 47, the throttle valve side arm mechanism is disconnected from the pedal side arm mechanism 50, and the throttle wire is biased by the urging force of the accelerator wire W.
  • the engine is pulled back to the off side and the engine is idling.
  • an automobile in which the throttle valve is controlled using an accelerator arm and an accelerator wire is taken as an example.
  • an automobile in which the angle of the rotation axis of the accelerator arm is detected by a sensor and the engine is electronically controlled may be used. Of course.
  • the accelerator is released and the brake is activated by depressing the accelerator.
  • the speed of the vehicle can be controlled by adjusting the accelerator.
  • the accelerator pedal malfunction elimination device operates the brake pedal when the driver makes a mistake in stepping on the brake and the accelerator and exceeds the angle of depression in normal driving. Or disconnect. Therefore, when the driver makes a mistake in stepping on the brake and the accelerator, the vehicle can be stopped appropriately without running out of control.
  • the throttle valve side arm mechanism 47 hooks the accelerator wire W to the end of the arm extending above the pivotally attached portion 61, and operates the accelerator wire by swinging it. Therefore, it is necessary to secure an amount of movement of the arm end due to the swing enough to operate the accelerator wire, inevitably the arm length becomes long, and an upper space for accommodating the arm is necessary.
  • the throttle valve side arm mechanism is divided into an engagement side arm for engaging with the engagement arm 55 of the connection member 53 and a engagement side arm for engaging with the accelerator wire W. These are arranged in the front-rear direction, and both are connected by a rod to shorten the vertical dimension.
  • reference numeral 82 denotes the throttle valve side arm mechanism.
  • reference numeral 89 denotes an engagement side arm
  • 83 denotes a latching side arm
  • 86 denotes a rod.
  • the engagement side arm 89 has one side as an engagement portion 89A for engaging with the engagement portion 55A of the engagement arm 55 of the connection member 53, and a rod at the lower end of the pivotal attachment portion 88 with the transmission member 20.
  • a pivot attachment portion 87 with 86 is provided.
  • the latching arm 83 has an upper end of the pivoting portion 84 with the transmission member 20 as a latching location with the accelerator wire W, and a pivoting portion 85 with the rod 86 at the lower end.
  • the engagement side arm 89 and the latching side arm 83 swing through the rod 86, and the pivot side 88 between the engagement side arm 89 and the transmission member 20 and the pivot point 87 between the rod 86 and the pivot 86.
  • the swinging amount of the latching arm can be made smaller than the swinging amount of the engagement side arm. Can be big. As a result, even if the vertical dimension is shortened, the movement amount of the arm end due to the swinging of the latching side arm 83 can be ensured enough to operate the accelerator wire W.
  • the driver since the brake is first depressed, the driver notices excessive depression due to the feeling of the soles at that stage.
  • the following configuration is prepared so that the driver can more reliably detect it with the sole of the foot and the brake is not immediately depressed.
  • the transmission member 20 is pressed by the pressing arm 60 that cooperates with the accelerator arm, instead of directly pressing the transmission member 20 by the accelerator arm 40 in the operating direction of the brake. That is, the accelerator arm 40 provided with the contact protrusion 42 that presses the lock lever 43 and the pressing arm 60 are pivotally fixed to the transmission member 20 with a common pivot 61 and the arms 40 and 60 are connected to each other.
  • the pressing arm 60 is used as a pressing portion to the transmission member 20, and the accelerator arm 40 is disposed in a direction in which the pressing arm 60 is pulled, so that the driver can operate the accelerator.
  • reference numeral 51 denotes an overhang for superposition provided on the pedal side arm mechanism 50 of the accelerator arm 40.
  • the pressing arm 60 is superposed on the above-described superposition overhang 51 and is fixed by a bolt / nut 62 penetrating both.
  • the compression coil spring 63 is interposed between the nut and the overhang for superposition so that both arms are moved in the proximity direction. Giving the urging power to attract.
  • FIG. 7 is a diagram showing the operation of the above configuration.
  • the engaging portion 43A is disengaged from the engagement hole 71 provided in the stopper rod 70 when the stepping angle of the accelerator arm 40 exceeds the normal range, the lock by the lock member 41 is released, and the transmission member 20 is stopped by the stopper rod 70.
  • the transmission member 20 is pressed by the accelerator arm 40 and tries to swing together with the accelerator arm 40.
  • it is the pressing arm 60 superposed on the accelerator arm that presses the accelerator arm, and this pressing arm is pulled by the accelerator arm, but in an initial state in which the transmission member 20 to be pressed is about to swing.
  • the accelerator arm Since the transmission member 20 is prohibited from swinging by the stopper rod 70, first, the accelerator arm is swung against the urging force in the pulling direction by the compression coil spring 63, and both arms 40 and 60 are opened. A step allowance until the brake is depressed is generated, and the driver can sense the resistance with the sole of the foot.
  • a warning buzzer may be sounded by the switch 80 operated thereby to notify the driver.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Physics & Mathematics (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Control Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

La présente invention comprend : un élément de transmission (20) qui bascule par rapport à un bras de frein (10), et qui appuie sur le bras de frein et le fait basculer lorsqu'il bascule dans la direction de dépression du bras de frein ; et un bras d'accélérateur (40) qui bascule par rapport à l'élément de transmission. Un moyen qui empêche le basculement de l'élément de transmission et qui empêche le basculement au moment où l'angle de dépression dépasse une plage normale, est annulé à l'angle de dépression normal du bras d'accélérateur. Au moment où le bras d'accélérateur est encore plus enfoncé, la liaison entre le bras d'accélérateur et un papillon des gaz est annulée et, par conséquent, si l'angle de dépression du bras d'accélérateur dépasse la plage de dépression normale, le bras de frein est basculé conjointement avec le bras d'accélérateur dans la direction de dépression par l'intermédiaire de l'élément de transmission, et un frein est appliqué, et si le bras d'accélérateur est encore plus enfoncé, la liaison entre le bras d'accélérateur et le papillon des gaz est annulée et l'accélérateur est renvoyé.
PCT/JP2018/014171 2017-04-04 2018-04-02 Dispositif permettant d'annuler l'actionnement erroné d'une pédale d'accélérateur Ceased WO2018186368A1 (fr)

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JP2017074641 2017-04-04

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110725749A (zh) * 2019-09-24 2020-01-24 宁波海曙广运机电工程有限公司 一种防踩死油门阀
JP2020117154A (ja) * 2019-01-25 2020-08-06 ジャパン・ハイブリットサービス株式会社 過踏込み急発進防止アクセルペダル装置及び車両の加速・制動装置
CN113544001A (zh) * 2019-10-08 2021-10-22 奥拓丁西斯株式会社 油门及刹车联动动力传递装置
JP2022041477A (ja) * 2020-09-01 2022-03-11 ジャパン・ハイブリットサービス株式会社 過踏込み急発進防止アクセルペダル装置及び車両の加速・制動装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05185862A (ja) * 1992-01-13 1993-07-27 Toshio Oiwa アクセルペダル誤動作制御装置及び方法
JPH1035441A (ja) * 1996-07-22 1998-02-10 Hitachi Zosen Corp 車両の緊急停止安全装置
JP2012099079A (ja) * 2010-11-04 2012-05-24 Shinobu Kobayashi 車両の駆動力制動装置
JP2012150743A (ja) * 2011-01-21 2012-08-09 Akira Taniguchi アクセルの誤操作対策装置

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Publication number Priority date Publication date Assignee Title
JP2012166699A (ja) * 2011-02-15 2012-09-06 Heiji MINAMI アクセルペダル誤動作解消装置
JP5355800B2 (ja) * 2011-06-10 2013-11-27 平次 南 アクセルペダル誤動作解消装置
KR101535015B1 (ko) * 2014-03-20 2015-07-07 현대자동차주식회사 차량용 페달 안전장치

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05185862A (ja) * 1992-01-13 1993-07-27 Toshio Oiwa アクセルペダル誤動作制御装置及び方法
JPH1035441A (ja) * 1996-07-22 1998-02-10 Hitachi Zosen Corp 車両の緊急停止安全装置
JP2012099079A (ja) * 2010-11-04 2012-05-24 Shinobu Kobayashi 車両の駆動力制動装置
JP2012150743A (ja) * 2011-01-21 2012-08-09 Akira Taniguchi アクセルの誤操作対策装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020117154A (ja) * 2019-01-25 2020-08-06 ジャパン・ハイブリットサービス株式会社 過踏込み急発進防止アクセルペダル装置及び車両の加速・制動装置
CN110725749A (zh) * 2019-09-24 2020-01-24 宁波海曙广运机电工程有限公司 一种防踩死油门阀
CN113544001A (zh) * 2019-10-08 2021-10-22 奥拓丁西斯株式会社 油门及刹车联动动力传递装置
JP2022041477A (ja) * 2020-09-01 2022-03-11 ジャパン・ハイブリットサービス株式会社 過踏込み急発進防止アクセルペダル装置及び車両の加速・制動装置

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JPWO2018186368A1 (ja) 2019-04-11

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