JP2008204421A - Portable driving assistance device for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a portable driving assistance device for automobile which can be attached from a driver's seat by a driver, has a brake lock function additionally and is improved in operability. <P>SOLUTION: The portable driving assistance device comprises: a brake rod connected with a first bracket mounted on a brake pedal from a grip at hand; and an accelerator control mechanism which is supported by the brake rod and has an operation lever near the grip. The accelerator control mechanism is connected with a second bracket mounted on an accelerator pedal, through a mechanism which is supported by the first bracket and transmits an operation force, and the driver in the driver's seat hooks the first and second brackets on the brake pedal from above by using an auxiliary tool and then fixes them and puts them on a front face of the accelerator pedal to fix them. The device includes the brake lock mechanism which selectively fixes or releases the brake rod and the accelerator control mechanism mutually when operating a brake. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a portable driving assistance device for a vehicle in which an accelerator petal and a brake petal can be operated with one hand when a physically handicapped person with lower limbs drives a vehicle. The operability and the brake lock mechanism are further improved from the standpoint of the handicapped.

  Conventionally, when a physically handicapped person who has difficulty in lower limbs drives a car, a car equipped with an automatic transmission is used, and the driving operation includes a steering wheel assisting tool that allows the steering wheel to be operated with one hand, A driving assistance device that allows the accelerator petal and brake petal to be operated with another hand is used. As such a driving assistance device, a lever that tilts by connecting an operating arm to each of an accelerator petal and a brake petal, and a lever that reciprocates horizontally are provided in advance on the floor of the driver's seat, under the dashboard, or on the steering column. Generally, it is provided in a fixed manner, and is actually widely used. For these driving assistance devices, many of the wearing type driving assistance devices in which the vehicle driving assistance device itself or a part of the vehicle driving assistance device is mounted on the vehicle in advance are used as necessary after the brake is operated. Some have a brake lock mechanism that keeps the brake in an activated state and releases it. (For example, see Patent Documents 1 to 4)

  However, since these conventional wearable driving assistance devices are attached to the vehicle body in advance by some processing, it is difficult to share the automobile with the driver of a normal healthy person to some extent. For this reason, driving schools and rental car companies do not have this special wearable driving assistance device, and disabled people with disabilities in the lower limbs can be treated as healthy people with regard to driving proficiency or when borrowing a car. It is in a very disadvantageous position. Even if you own a car, it is necessary to purchase and install a driving assistance device each time. Therefore, it is uneconomical to replace the driving assistance device with the driving assistance device.

  When necessary in parallel with the above, there are known examples of portable automobile driving assistance devices that can be easily mounted and used regardless of the vehicle and are excellent in portability. Has been put to practical use.

  That is, in the first example of the conventional technology of a portable automobile driving assistance device, one end of the brake bar 3 is interlocked with the brake pedal 1, and one end of the accelerator bar 4 is interlocked with the accelerator pedal 2. The other end of each accelerator bar 4 is attached to each of both open ends of the U-shaped operation portion, and is manually operated to operate the brake pedal 1 and the accelerator pedal 2 (see, for example, Patent Document 5).

    In the second known example, an operation handle formed in a rod shape is connected to one end of the operation handle at the upper end so as to be rotatable in a direction parallel to the longitudinal direction of the operation handle, and to the lower end. An accelerator connecting rod that can freely hold an accelerator pedal holding portion that can hold an accelerator pedal of an automobile, and a side of an intermediate portion of the operation handle, in a longitudinal direction of the operation handle and a rotation direction of the accelerator connecting rod A brake connecting rod which is connected at its upper end so as to be rotatable in a parallel direction, and is provided with a brake pedal holding portion which can hold the brake pedal of the automobile freely at its lower end. Holding the other end with one hand and using the connecting point of the accelerator connecting rod with the operation handle as a fulcrum, push the brake connecting rod forward to operate the brake, and Extruding the accelerator connecting rod connecting portion between the a work handle brake connecting rod as a fulcrum so that to operate the accelerator (for example, see Patent Document 6).

  Hereinafter, a vertical portable automobile driving assistance device (Japanese Patent Laid-Open No. 2004-291950) will be described with reference to FIGS.

  FIG. 25 is a perspective view of a driver's seat of a car in which a portable automobile driving assistance device is set, FIG. 26 is a plan view showing the driving assistance device in a set state, and FIG. 27 corresponds to FIG. 26 of the driving assistance device. 27 is a sectional view taken along the line 104-104 in FIG. 26, FIG. 29 is a sectional view taken along the line 105-105 in FIG. 26, and FIG. 30 shows the above driving assistance device in the depressed state of the brake pedal. FIG. 31 is a correspondence diagram with FIG. 27 showing the driving assistance device in a depressed state of the accelerator pedal.

    In FIGS. 25 to 27, a portable automobile driving assistance device D for manually operating the brake pedal B and the accelerator pedal A of an automobile includes an operating rod 102 formed at the rear end with an operating handle 101 held by the driver. A first operating rod 105 having a first pedal connecting portion 103 connected to the brake pedal B at the front end, and a rear end fitted to the front end portion of the operating rod 102 so as to be slidable relative to each other in a constant distance axial direction; The second operating rod 106 having the second pedal connecting portion 104 connected to the accelerator pedal A at the front end, and the second operating rod 106 retreating / advancing according to the forward / backward movement of the operating rod 102 relative to the first operating rod 105. And a reversal interlocking mechanism 107 to be operated. The length of the operation rod 102 is set so that the operation handle 101 is positioned at the front position on the upper surface of the driver seat S in the set state of the automobile driving assistance device D.

  The operating rod 102 has a hollow tubular shape with an open front end surface, and the rear end of the first operating rod 105 is slidably fitted into the hollow portion 110. The fitting depth is constant. Therefore, an annular step portion that can come into contact with the front end surface of the operating rod 102, that is, a stopper 111 is formed on the outer periphery of the intermediate portion of the first operating rod 105. The hollow portion 110 and the sliding fitting portion of the first operating rod 105 and the stopper 111 allow a relative movement of the operating rod 2 and the first operating rod 105 within a certain range along the operating direction of the brake pedal B. One lost motion means 112 is configured.

  The reverse interlocking mechanism 107 includes a first link 115 whose rear end is supported on the operating rod 102 via the first pivot 117 and a first link 115 supported on the first operating rod 105 via the second pivot 118. The second link 116 is connected to the other end portion of the first link 115 via the connecting shaft 120 so as to be relatively swingable. A third pivot 119 is attached to the other end of the second link 116, and the third pivot 119 is slidably engaged with a long hole 121 formed in the second operating rod 106 and extending in the axial direction. Combined. The long hole 121 and the third pivot 119 constitute second lost motion means 113 that disables the advancement / retraction of the operation rod 102 within a certain range and does not transmit the operation rod 102 to the second actuation rod 106. In the above, the first, second and third pivots 117 to 119 and the connecting shaft 120 are arranged in parallel to each other.

  The second link 116 is provided with a plurality of support holes 114, 114, through which the second pivot 118 can be selectively inserted so that the support point of the link 116 by the second pivot 118 can be adjusted. By adjusting the support point of the link 116 by the second pivot 118, the lever ratio between each of the first, second and third pivots 117 to 119 can be changed. Further, the first and second links 115 and 116 are arranged in a pair so as to sandwich the operation rod 102 and the first operating rod 105 in consideration of their strengths, but may be configured by one each. .

As shown in FIG. 28, the first pedal connecting portion 103 includes a pair of sandwiching plates 125 and 126 that sandwich the tread plate of the brake pedal B from the front and the back, and two sets for fastening both ends of the sandwiching plates 125 and 126 to each other. It consists of a bolt 127 and a nut 128 with a knob.

A cushion plate 129 made of an elastic material such as rubber, which is in close contact with the brake pedal B, is attached to the front clamping plate 125, and bolts 127 and 127 are erected at both ends of the clamping plate 125. These bolts 127 and 127 are inserted into the bolt holes 130 and 130 at both ends of the rear clamping plate 126, and the nuts 128 and 128 with knobs are screwed and fastened to the leading ends. The pedal connecting portion 103 is connected to the brake pedal B.

  A pivot 131 is fixed to the rear clamping plate 126, and the pivot 131 is slidably engaged with a long hole 132 extending in the axial direction at the tip of the first operating rod 105. Thus, the first pedal connecting portion 103 is connected to the first operating rod 105 so as to be swingable. The pivot 131 is disposed on a plane orthogonal to the second pivot 118.

As shown in FIGS. 26 and 29, the second pedal connecting portion 104 has basically the same structure as the first pedal connecting portion 103. Therefore, in the drawing, the constituent members of the second pedal connecting portion 104 include: The same reference numerals as those of the constituent members of the first pedal connecting portion 103 are attached, and the description thereof is omitted. However, the pivot 131 of the second pedal connecting portion 104 is disposed at right angles to the pivot 131 of the first pedal connecting portion 103. With the above structure, the second pedal connecting portion 104 is connected to the second operating rod 106 so as to be swingable.

Next, the operation of the first embodiment will be described.
26 and 27 show the set state of the portable automobile driving assistance device D. Therefore, both the brake pedal B and the accelerator pedal A are in the non-operating position, that is, the reverse position. At this time, in the first lost motion means 112, the stopper 111 of the first operating rod 105 contacts the front end of the operating rod 102, and in the second lost motion means 113, the third pivot 119 is the length of the second operating rod 106. The hole 121 is located in the vicinity of the inner wall of the rear end.

  Now, when the driver grasps the operating handle 101 and pushes the operating rod 102 forward as shown in FIG. 30 from the set state, the front end of the operating rod 102 already contacts the stopper 111 of the second operating rod 6. Therefore, the first operating rod 105 is immediately pushed forward from the operating rod 102, and the brake pedal B can be depressed via the first pedal connecting portion 103.

  Meanwhile, in the reverse interlocking mechanism 107, the first and second links 115 and 116 move forward together with the operating rod 2 and the first operating rod 105 via the first and second pivot shafts 117 and 118. Simply moves the slot 121 of the second operating rod 106 forward. Accordingly, since the second operating rod 106 only swings around the pivot 131 of the second pedal connecting portion 104, the accelerator pedal A can still be kept in the non-operating position. In other words, the brake pedal B can be depressed by a pressing operation on the operation handle 101 without being interfered with the accelerator pedal A.

  Next, after pulling the operation handle 101 backward to return to the set state of FIG. 27, when the operation handle 101 is further pulled as shown in FIG. 31, the first operating rod 105 connected to the brake pedal B in the reverse position is Since the control rod 102 cannot move backward, the first link 115 is pulled rearward while the operating rod 102 slides backward with respect to the first operating rod 105, and the second link 116 is moved around the second pivot 118. When rotating counterclockwise, the third pivot 119 initially moves forward in the long hole 121 of the second operating rod 106 until the third pivot 119 contacts the inner wall of the front end of the long hole 121. The second operating rod 106 remains stopped. As a result, the responsiveness from the set state to the start of depression of the accelerator pedal A can be dulled to facilitate the operation.

When the third pivot 119 comes into contact with the inner wall of the front end of the long hole 121, the third pivot 119 presses the second operating rod 106 forward as the operation handle 101 is further pulled backward. Therefore, the accelerator pedal A can be depressed through the second pedal connecting portion 104.

During this time, the operating rod 102 and the first operating rod 105 slide relative to each other, so that the brake pedal B can be kept in the non-operating position. That is, the accelerator pedal A can be depressed by pulling the operation handle 101 without being interfered with the brake pedal B.

Even when the operating handle 101 is pushed forward again to operate the brake pedal B from the depressed state of the accelerator pedal A, the second operation is continued until the front end of the operating rod 102 comes into contact with the stopper 111 of the first operating rod 105. The eaves 106 do not move, and this makes the responsiveness until the start of the depression of the brake pedal B dull, thereby making it easy to operate.

  As described above, the brake pedal B and the accelerator pedal A can be easily depressed without interfering with each other by simply pushing and pulling the single operation handle 101, and the operability is excellent and special skill is required. do not do.

  Further, the connecting portion of the first pedal connecting portion 3 and the first operating rod 105 and the connecting portion of the second pedal connecting portion 104 and the second operating rod 106 are configured to swing freely as described above. Even when the brake pedal B and the accelerator pedal A are operated, the operating rod 102 can be swung in the vertical and horizontal directions, so that the driver can freely move the operating handle 101 in the vertical and horizontal directions. This improves operability.

  Further, since only the rear portion of the operating rod 102 exists on the driver side, it is possible to avoid interference between the operating rod 102 and other objects. It is easy to install in the driver's seat.

Next, a second embodiment of the present invention shown in FIG. 32 will be described.
In the second embodiment, the second lost motion means 114 includes a long hole 135 formed in the first operating rod 105 so as to extend in the axial direction thereof, and is fixed to the second link 116 and is slid into the long hole 135. The second pivot shaft 118 is configured to be movably engaged and to restrict sliding on the inner walls at both ends of the long hole 135. Since the other configuration is the same as that of the previous embodiment, the same reference numerals are given to the portions corresponding to those of the previous embodiment in FIG.

  As shown in FIG. 32, in the set state of the driving assistance device D, in the second lost motion means 114, the second pivot 118 is positioned in the vicinity of the front end wall of the long hole 135 of the first operating rod 105. Therefore, when the driver holds the operating handle 1 and pushes the operating rod 2 forward and steps on the brake pedal B via the first operating rod 105 and the first pedal connecting portion 103, the operating rod 102 and the first operating rod By moving the first pivot 117 and the long hole 135 together with the rod 105, the second link 116 is swung while simply moving the second pivot 118 backward relative to the long hole 135, and the accelerator pedal is moved. A can be kept in a non-actuated position.

  When the operation handle 101 is pulled back and returned to the set state of FIG. 32 and then the operation handle 101 is further pulled, the second pivot 118 comes into contact with the rear end wall of the long hole 135 and then the operation handle 2 is moved. The rearward movement is transmitted as the forward movement to the second moving rod 106 via the first and second links 115 and 116, and the accelerator pedal A can be depressed via the second pedal connecting portion 104.

Next, a third example shown in FIGS. 33 to 34 will be described.
In this third embodiment, a pair of link halves 116a, in which the second link 116 is refractably coupled between the second and third pivots 118, 119 via a joint shaft 136 parallel to the second pivot 118, 116b is divided into one of these link halves 116a and 116b (link half 116b on the third pivot 119 side in the illustrated example), and when the operating rod 102 is pulled to press the accelerator pedal A, the other link half A stopper 137 is provided to abut against one side of the body (link half 116a on the second pivot 118 side in the illustrated example) to prevent the refraction of both link halves 116a, 116b, and thus the second lost motion means 313 is configured. Is done. Since the other configuration is the same as that of the first embodiment, the same reference numerals are given to the portions corresponding to those of the first embodiment in FIG. 33, and the description thereof is omitted.

  In the set state of the driving assistance device D, in the second lost motion means 313, the stopper 137 of the link half body 16b is separated from the side surface of the link half body 116a, and the refraction of both the link half bodies 116a and 116b becomes free. ing. Therefore, when the driver holds the operating handle 1 and pushes the operating rod 102 forward and steps on the brake pedal B via the first operating rod 105 and the first pedal connecting portion 103, the operating rod 2 and the first operating force As the first link 115 and the link half 116a move forward together with the rod 105, both link halves 116a and 116b bend around the joint axis 136, so that the operation rod 102 moves forward. It is not transmitted to the two operating rods 106, and the accelerator pedal A can be kept in the non-operating position.

  When the operation handle 1 is pulled back to return to the set state shown in FIG. 33 and then the operation handle 1 is further pulled, one side of the link half 116a comes into contact with the stopper 137 of the link half 116b, and both links Since refraction between the half bodies 116a and 116b is prevented, the rearward movement of the operating rod 2 is transmitted as the forward movement to the second operating rod 106 via the second link 116, and the accelerator pedal A can be depressed.

Next, a fourth example shown in FIG. 35 will be described.
In this fourth example, as shown in FIG. 35, an operation rod 102, a first operating rod 105, and a second operating rod 106 are arranged in this order from the left side, and these three members are composed of one link 140 and three links. The pivots 141 to 143 are connected to each other by the reverse interlocking mechanism 107. That is, the front end portion of the operating rod 2 is connected to the left end portion of the link 140 through the first pivot shaft 141 so as to be relatively rotatable, and the rear end portion of the first operating rod 5 is connected to the middle portion of the link 140 at the second pivot shaft. The second operating rod 106 is connected to the right end of the link 140 via the third pivot 143 so as to be relatively rotatable.
Between the link 140 and the second operating rod 106, it is possible to contact one side surface of the second operating rod 106 in order to limit the relative rotation of the link 140 and the second operating rod 106 when the operating rod 102 moves backward. A stopper bolt 144 is secured to the link 140.

The link 40 is provided with a plurality of support holes 145, 145... Through which the first pivot 141 can be selectively inserted so that the support point of the link 140 by the first pivot 141 can be adjusted. By adjusting the support point by the first pivot 141, the lever ratio between the first, second and third pivots 141 to 143 can be changed.

Since the other configuration is the same as that of the first embodiment, portions corresponding to those of the first embodiment in FIG. 35 are denoted by the same reference numerals, and description thereof is omitted.

The operation of the fourth embodiment will be described.
FIG. 35 shows the set state of the manual driving assistance device D, and therefore the brake pedal B and the accelerator pedal A are both in the non-operating position, that is, the reverse position. Now, when the driver grasps the operation handle 101 and pushes the operation rod 102 forward from the set state, the link 140 is pushed forward from the first pivot 141 at the left end, and the second pivot in the middle part. The second actuating rod 106 connected to the accelerator pedal A is positioned in the retreat limit, but the link 140 swings forward with the third pivot 143 at the right end as a fulcrum. It will be. As a result, the link 140 can push the first operating rod 105 forward via the second pivot 142 and step on the brake pedal B via the first pedal connecting portion 103.

Next, when the operation handle 1 is pulled backward and the operation handle 101 is further pulled forward, the first operating rod 105 that has come to the backward limit cannot move rearward, so that the link 140 is connected to the intermediate second pivot. Therefore, the third pivot 143 at the right end pushes the second actuating rod 106 forward as the operating rod 102 moves backward. The accelerator pedal A can be depressed via the portion 104.

  When the counterclockwise swing of the link 140 due to the pulling operation of the operating rod 102 proceeds to a predetermined angle, the stopper bolt 144 comes into contact with one side surface of the second operating rod 106, thereby further counterclockwise the link 140. Is prevented from swinging. As a result, the forward movement of the second operating rod 106 is also prevented, and thereby excessive depression of the accelerator pedal A can be prevented.

As described above, the first to third examples of the driving assistance apparatus described as the known examples are skillful combinations of the reverse interlocking mechanism, the first lost motion mechanism, and the second lost motion mechanism, and the fourth example is An extremely simple and highly complete manual operation in which only one link (140) and first to third pivots (141 to 143 are used to transmit the movement of the operation rod to the first and second actuation rods, respectively. It is a type driving assistance device D.

      The fourth known example is the present inventor, and includes a brake operation rod unit having a grip and an accelerator operation mechanism connected to the grip, and the brake pedal and the accelerator pedal are pushed out from a stationary position. To activate the brake device, act in the direction of pulling forward, actuate the accelerator device via the accelerator pedal, and perform the operation prior to pushing the brake pedal out of the operating rod unit at the stationary position of the brake pedal. A mechanism for releasing the mechanical linkage with the accelerator pedal of the mechanism and restoring the linkage with the accelerator pedal after restoring the brake pedal to the stationary position, and the brake pedal or the operating rod unit A brake and an accelerator can be operated by attaching to the vehicle (see, for example, Patent Document 8).

  In the third and fourth known examples, the brake operation and the accelerator operation are performed by pushing the single knob at hand near the neutral position where neither the engine nor the brake is operated, operating the brake, and operating the accelerator by pulling forward. However, the operability is greatly improved because of the structure that can be used, and the portability is also improved, but it is required for a safer car driving assistance device when used by people with disabilities who are disabled. It is necessary to further pursue the following points as functions.

That is, in the case of a handicapped person whose lower limbs are inconvenient, it is impossible to support the body with his / her feet against left and right vibrations before and after the automobile is constantly running. There is the steering wheel operation aid as a means to support this instability, but the brake rod is integrated from the grip of the hand to the connecting part to the brake pedal, and the accelerator control mechanism is a separate link mechanism from the hand. Thus, the brake rod functions as a support for the driver.
That is, when the grip of the brake rod is pushed forward from the neutral position, the brake is applied, and when pulled toward the hand side, the brake rod is restrained by the brake pedal stopper and the brake rod does not move. That is, it functions as a body support. According to this configuration, the risk of erroneous operation of the accelerator is significantly reduced as compared with the case where the accelerator is operated by pulling the knob attached to the brake rod from the neutral position to the hand side.

  The brake lock device described in the publicly known example of the wearable vehicle driving device is a necessary function even if it is portable. As a result, it is possible to wait for a signal and to maintain the brake operating state required when starting a slope without any parking brake operation, which greatly reduces the burden on the driver.

Practical registration number 3057214 (Claims 1-6, FIGS. 1-6) 64-7066 (Claim 1, 1st page, 2nd row, 9th row to 3rd row, Fig. 1 and 2) Shoko 58-39225 (Claim 1, page 1, second row, line 5 to line 21 to line 1, figure 1, 3) JP-B 56-7903 (Claim 1) Japanese Utility Model Publication No. 58-54970 (first page, FIG. 1) Japanese Unexamined Patent Publication No. 09-267666 (paragraph number 12 to paragraph number 38, FIG. 1 and FIG. 2 on page 2) JP 2004-291950 A (2nd page claim 1, 5th page, paragraph number 28 to 12th page, paragraph number 77, FIG. 1, FIG. 2, FIG. 7, FIG. 11, FIG. 12, FIG. 17) (Figure) Japanese Patent Application Laid-Open No. 2006-176095 (second page claim 1, page 6, paragraph number 29 to page 19, paragraph number 108)

  Further, the present inventor, in an unpublished application, comprises a brake operation rod unit and an accelerator operation link mechanism, the brake operation rod unit having a grip operated by a driver at one end and a joint directly connected to a brake pedal at the other end The accelerator operation link mechanism has an accelerator operation lever supported in the vicinity of the grip by the brake operation rod unit, and an accelerator lever guided to the brake operation rod unit on the joint side connected to the brake pedal. And a joint directly connected to the brake pedal at the other end of the brake operation rod unit is fixed via a brake bracket, and the brake operation rod portion is connected to the accelerator operation link. To prevent mutual movement during braking. And the brake lock device using a releasable ratchet mechanism provided (see Patent Document 9).

Japanese Patent Application No. 2005-259862 (second page claim 1, claim 3, page 7, paragraph number 32 to page 14, paragraph number 66)

  In the longitudinal technology, as described above, in the wearable vehicle driving assistance device, on the other hand, the inconvenience in the driving school, the car rental company, etc., the inconvenient in the car purchase, etc. On the other hand, since the automobile driving assistance device is mounted on the floor or the steering column or the like, prior preparation is unnecessary when driving. Further, in addition to the advantages such as good operability, those equipped with a brake lock mechanism also have the advantage that no operation of the parking brake is required when waiting for a signal or starting on a slope. This advantage is a great advantage for a driver who uses both hands to operate the steering wheel and brake / accelerator.

  The portable automobile driving assistance device of the known example has the advantage of eliminating the above-mentioned problem of the wearing type driving assistance device, but involves the work of mounting or removing the automobile driving assistance device before and after driving. In addition, it is necessary to keep the operation part of the always-on driving assistance device within a reachable range such as holding it with one hand or placing it on the knee. It is also inconvenient that there is no brake lock device.

  The inventor's unpublished prior application of the present inventor solves the conventional problems of the portable driving assistance device. However, the portable driving assistance device can be easily used by a physically handicapped person without help from others. There was still room for improvement to install. For example, it has been difficult for a disabled person in a wheelchair to attach the driving assistance device to the accelerator pedal from outside the driver's side door of the car. Also, it was not easy to install the brake pedal bracket on the brake pedal.

  The present inventor has reviewed the unpublished prior application from the viewpoint of solving the above problems, and further improves the operability to a brake operation mechanism having a large effect of supporting the body and an accelerator control mechanism having few erroneous operations. A portable vehicle driving assistance that solves the various problems that enable the driver to easily attach and remove the portable driving assist device to and from the brake pedal and accelerator pedal. The device is to be provided.

    A first means of the present invention corresponds to claim 1, and in an automobile with an automatic transmission, includes a brake operation rod unit and an accelerator operation link mechanism, and the brake operation rod unit has a grip operated by a driver at one end. A joint connected to the brake pedal at the other end, and the joint is attached to the horizontal shaft of the bearing box fixed to the bracket detachably on the brake pedal via a substantially horizontal shaft. The accelerator operation link mechanism is supported by the brake operation rod unit in the vicinity of the grip, and an accelerator operation lever is supported in the vicinity of the bearing box of the brake operation rod unit. The bearing box is disposed parallel to the swing axis of the brake operation rod unit and along the brake bracket. A lever that is connected to the accelerator pedal side from a link element that swings about a second swinging shaft that is close to the accelerator pedal, and a link rod that is connected to the lever. A reciprocating motion of the accelerator operating lever is transmitted as a rocking motion to the link element on the first rocking shaft of the bearing box. 2 is transmitted to the link element on the swing shaft.

A second means of the present invention corresponds to claim 2, and in an automobile with an automatic transmission, comprises a brake operation rod unit and an accelerator operation link mechanism, and the brake operation rod unit has a grip operated by a driver at one end. The accelerator operation link mechanism has an accelerator operation lever supported by the brake operation rod unit in the vicinity of the grip, and on the joint side connected to the brake pedal. In the link mechanism that is connected to the accelerator pedal through an accelerator lever guided by the brake operation rod unit, the joint that is connected to the brake pedal at the other end of the brake operation rod unit is a substantially horizontal shaft on a bracket that is detachable from the brake pedal. Of the bearing box fixed to be swingable through Serial swingably fixed to an axis perpendicular to the horizontal axis,
The accelerator lever has a central portion supported by the bearing box so as to be swingable in a plane parallel to a horizontal axis of the bracket passing through the central axis of the brake operation rod unit. Connected to a bracket supported by the link and detachable from the accelerator pedal at its tip so as to be substantially parallel to the support link,
The bracket that can be attached to and detached from the brake pedal and the bracket that can be attached to and removed from the accelerator pedal can be mounted, fixed, and loosened from the driver's seat by using a fastening member that can be easily engaged with the auxiliary tool. I have to.

  The third means of the present invention corresponds to claim 3, and in addition to the first means of the present invention, both the bracket detachably attached to the brake pedal and the bracket detachable to the accelerator pedal are both provided by the driver and the auxiliary tool. A fastening member that can be easily engaged is used so that it can be attached, fixed, and loosened from the driver's seat, and can be removed.

  The fourth means of the present invention corresponds to claim 4, and in addition to the first to third means of the present invention, both the bracket detachable to the brake pedal and the bracket detachable to the accelerator pedal are both at the upper rear side. Folding the brake bracket or accelerator bracket downward from 3/4 to 1/2 of the vertical length of the brake bracket or accelerator pedal so that the brake pedal or accelerator pedal is sandwiched in the front-rear direction and the brake lever is sandwiched At least two claws are provided at a position, and at least one set of fastening tools that can be fixed from the driver side of the bracket is provided.

  The fifth means of the present invention corresponds to claim 5, and in addition to the first and second means of the present invention, both the brake bracket and the accelerator bracket are provided on the brake pedal or on the upper and lower surfaces of the accelerator pedal and behind the brake pedal. The upper part, the lower part and the rear part of the rear part from the upper, the lower part or the left side, and the right side part and the rear part thereof from the left part, the right part and the rear part of the rear part, from the left and the right part, respectively. A pair of racks to be tightened and one pinion that meshes with the pair of racks or a tightening mechanism having an action equivalent thereto, and the drive shaft of the pinion can be tightened or loosened from the driver side of the brake bracket or accelerator bracket It is designed to be installed at a proper position.

A sixth means of the present invention corresponds to claim 6, and in addition to the first to fifth means of the present invention, a claw provided with an adjusting mechanism capable of adjusting a longitudinal position of the brake rod on the brake rod. It is provided that the claw is locked to the front end of the driver's seat or the steering wheel in the brake operating state to maintain the brake operating state.

    The seventh means of the present invention corresponds to the seventh aspect, and in addition to the first to fifth means of the present invention, the brake rod and the connecting pipe of the accelerator link mechanism are selected at the opposite position of the brake rod during brake operation. It is provided with a lock mechanism by a ratchet mechanism that can be operated and released automatically.

  The eighth means of the present invention corresponds to the eighth aspect, and in addition to the first to fifth means of the present invention, the brake rod and the connecting pipe of the accelerator link mechanism are selected at the opposite position of the brake rod when the brake is operated. In addition, a lock mechanism using a plunger that can be actuated and released automatically is provided, and a mechanism that pushes the brake rod in the direction of increasing the brake force with respect to the connecting pipe is provided.

  The ninth means of the present invention corresponds to claim 9, and in addition to the first to fifth means of the present invention, the lever coupled to the accelerator side link is selectively locked and released with respect to the bearing box during braking. A lock mechanism is provided.

The tenth means of the present invention corresponds to claim 10, and in addition to the ninth means of the present invention, the locking mechanism for selectively locking and releasing the lever coupled to the accelerator side link with respect to the bearing box is a rack. It is the mechanism used.

  The eleventh means of the present invention corresponds to the eleventh aspect, and in addition to the first to fifth means of the present invention, the reciprocating motion of the accelerator operating lever is performed from the connecting pipe to the first swing axis of the bearing box. This is performed via a pin joint at the tip of one lever, and transmitted from the output lever of the first swing element to the second swing element by a link connecting the input lever of the second swing element. ing.

  The twelfth means of the present invention corresponds to claim 12, and in addition to the first to fifth means of the present invention, the first rocking shaft of the bearing box rocks the brake rod so as to rock freely. An output pulley and a second swinging shaft which are provided coaxially with each other and transmit the reciprocating motion of the connecting pipe as swinging through a rack to a pinion swinging about the swinging shaft. The input pulleys fixed to each other are connected to each other by a non-slip belt that mechanically connects.

The thirteenth means of the present invention corresponds to claim 13, and in addition to the first to fifth means of the present invention, the brake operating rod unit has a predetermined restriction on the swing range in the up, down, left and right directions. I am trying to provide it.

According to the first means of the present invention, the first and second parallel to the swing axis of the brake operating rod unit fixed to the bearing box swingably mounted on the brake bracket on the substantially horizontal shaft. The link element that is swingably fixed to the second swing shaft is very compactly combined as compared with the support link and one accelerator lever in the unpublished prior application. Since the first and second swinging shafts are used, this can be brought closer to the brake bracket without being limited to the brake bracket. Further, since the connecting portion on the brake bracket side of the brake operating rod unit can be positioned further away from the brake bracket, a large space for the driver's foot can be secured. In addition, there is an effect that the degree of freedom to install an adjusting mechanism that can easily cope with the difference between the stationary and operating positions of the accelerator petal and brake pedal of various automobiles is greatly increased. The link elements mentioned here are intended for levers, gears, racks, belts and joints.

According to the second means of the present invention, a brake operating force that requires a force larger than the accelerator operating force is applied directly via a bearing mounted on the brake petal. Therefore, the operating force is applied only to the brake operating rod unit, and is transmitted to the brake bracket via the brake operating rod unit, the bearing, and the vertical swing mechanism of the bearing. On the other hand, the accelerator operating mechanism only needs to be rigid enough to withstand an accelerator operating force that does not require a large force, and the accelerator link mechanism can be greatly reduced in size and weight.
Furthermore, since the brake pedal is almost in the vicinity of the longitudinal center axis of the steering shaft, there is almost no difference in operability when operated with one right hand and one left hand. It has the characteristics. This has the advantage that the arrangement of the brake and accelerator can be used as it is in common with right-hand drive vehicles and left-hand drive vehicles, fortunately that the position from the center of the steering shaft does not change between left-hand drive vehicles and right-hand drive vehicles.

However, the operating force of the accelerator petal is smaller than the operating force of the brake petal, and the operating reaction force of the accelerator petal acting on the brake petal is the direction to pull back the brake petal, and this force increases the force acting on the brake petal stopper. Just totally harmless to the action of the brakes.
Thus, in addition to the brake rod unit that supports the driver of the portable automobile driving assistance device of the invention made in the unpublished prior application, the driver himself brakes from the driver's seat in addition to the accelerator control system with few erroneous operations. Since the brake bracket is attached to the pedal and the accelerator bracket is attached to the accelerator pedal, and it is possible to fix, loosen and remove the brake bracket, it is possible to drive the vehicle more safely without the help of others.

  According to the third means of the present invention, the driver himself attaches and fixes the brake bracket from the driver's seat to the brake pedal and the accelerator bracket to the accelerator pedal for the driving assistance device of the first means according to the present invention. Moreover, since it can be loosened and removed, the vehicle can be used without the help of others.

  According to the fourth and fifth means of the present invention, the driver himself can easily attach the brake bracket from the driver's seat to the brake pedal and the accelerator bracket to the accelerator pedal, so that the driver can take care of a healthy person. There is an effect that it can be opened and ready for driving.

    According to the sixth means of the present invention, the brake is applied by hooking a claw previously adjusted in accordance with the front end of the steering hole or the seat surface of the driver's seat in the brake operation state to the front end portion of the steering wheel or the seat surface of the driver's seat. Can be held in an operating state. This corresponds to the brake lock mechanism in the wearable driving assistance device, and has an effect that the structure is simple, the operation-reliable brake locking device can be incorporated into the portable driving assistance device at low cost.

  According to the seventh means of the present invention, when the brake operation is performed, the brake is locked in the operating state by the ratchet mechanism. On the other hand, since the ratchet mechanism can be easily released by the release lever, the trouble of operating the parking brake when temporarily stopping on a slope is saved, and the brake rod unit is loosened while pulling the accelerator control lever at the start, so that the start is safe and smooth. Has the effect of making possible.

  According to the eighth means of the present invention, the brake lock can be selectively activated using the plunger by operating the handle of the brake rod unit to the left and right. Further, by operating the handle to the left and right, a mechanism for pushing the brake rod in the brake increasing direction with respect to the connecting pipe is provided, so that the brake lock mechanism can be reliably and highly reliable for a long time.

According to the ninth and tenth means of the present invention, according to this mechanism, the lever coupled to the accelerator side link rod can be operated as a brake lock mechanism by fixing the lever to the bearing box with a check mechanism during braking. There is an effect that a brake lock mechanism having a simple structure, low cost and high reliability can be obtained.

  According to the eleventh means of the present invention, the oscillating elements oscillating on the first and second oscillating shafts in the first means of the present invention are the first and second levers. Since both the output shaft of the rocking element and the input of the second rocking element are levers, the accelerator control lever is arranged by disposing the rocking end of the accelerator lever so as to be outside the brake bracket. The space where the vehicle swings is brought closer to the brake pedal side, and the mounting portion of the brake control rod unit to the bearing box is separated from the brake pedal toward the vehicle center side.

  According to the twelfth means of the present invention, the oscillating element that is slidably fixed by the first and second oscillating shafts in the first means of the present invention is a combination of a gear and a belt. The transmission efficiency is good, and there is an effect that unnecessary is not adversely affected by the generation of the component force depending on the angle during operation like a link mechanism using a lever.

  According to the ninth means of the present invention, since the vertical and horizontal swings of the brake operation rod unit are limited to a predetermined range, the brake rod unit is supported even when the driver loses balance. It can be. In addition, since the knob can always be placed within the reach of the driver, the knob of the brake operation rod does not move excessively up and down and left and right around the hand, and there is no fear of dropping it on the floor. In addition, when the driver loses balance, the driver functions as a support.

  The best mode for carrying out the present invention will be described with reference to FIGS. FIG. 1 is an overall perspective view of a state in which the automobile driving assistance device of the present invention is mounted on an automobile, as viewed from the upper right side. FIG. 2 is an exploded perspective view of the brake rod unit. 3 is a cross-sectional view taken along the line GG in FIG. 4 is a cross-sectional view taken along the line II of FIG. FIG. 5 is a cross-sectional view taken along the line HH of FIG. 6 is a development view seen from the direction of arrow J in FIG.

  1 and 2, reference numeral 1 denotes an automobile driving assistance device. The automobile driving assistance device 1 has a grip 2 from the left front side. The grip 2 is always touched by the driver. Reference numeral 3 denotes a first brake rod. 3a of the first brake rod 3 is a male screw to which the grip 2 is attached. The male screw 3a is screwed and attached to a female screw (not shown) that is turned to the first brake rod 3 side of the grip 2. 3b is a groove. The grooves 3b are provided on both sides of the first brake rod 3 starting from just below the male screw 3a to the lower end of the first brake rod. 3c is a male screw, and 4 is a second brake rod. The second brake rod 4 is a relatively thick pipe, and both ends 4a and 4b are female screws provided on the inner diameter side, one of which is a right screw and the other of which is a left screw.

  Reference numeral 5 denotes a third brake rod. A male screw 5 a corresponding to the female screw 4 b of the second brake rod 4 is turned at the upper end 5 a of the third brake rod 5. 5b is a groove. The groove 5b is provided along the center line of the third brake rod from the vicinity of the bulging portion 5c of the pin joint at the lower end to the upper end. A pin joint hole 5d is provided at the center of the bulging portion 5c as shown in the figure. The brake operation rod unit is configured as described above.

Reference numeral 6 denotes an accelerator control lever. 6a of the accelerator control lever 6 is a cross-shaped metal fitting extending vertically and horizontally. Resin or wooden levers 6b are fixed on the left and right sides of the metal fitting 6a. 6c is a fixed screw insertion hole. Three screw insertion holes 6c are provided in the figure.
7 is a connecting rod. The connecting rod 7 has an I-shaped cross section with a large upper and lower flange. The upper end of the connecting rod 7 has a column portion connecting the upper and lower flanges cut out, and the upper and lower flanges receive and fix the bracket 6a of the accelerator control lever 6. Three screw screw holes 7a to be fitted and three screws 7f to be fitted to the screw screw holes 7a are provided in the vertical direction. A screw hole 7b, a bolt 7g and a nut 7h to be fitted to the screw hole 7b are also provided at the center of both flanges of the part where the column part connecting the top and bottom is cut off on the lower end side.

8 is an accelerator lever. The accelerator lever 8 is disposed in front of the tread surface of the accelerator pedal A from the substantially vertical center of the groove 5b of the third brake rod 5 to the right lateral direction, and has a joint hole 8a at the left end thereof, a joint hole (not shown) at the center. A joint hole (not shown) at the right end is provided.
9 is a support link. The support link 9 has a jaw joint 9a at its upper end, a pin joint portion 9c at its lower end, and a pin insertion hole (not shown) in the pin joint portion 9c.

  Reference numeral 10 denotes a bearing box. 11 is a hinge. In the hinge, two metal plates 11b and 11c are fixed at the center so as to be swingable around a rotating shaft 11a. Reference numeral 12 denotes a brake pedal bracket (hereinafter, the brake pedal bracket 12 is abbreviated as a brake bracket 12). The bearing box 10 is fixed to one metal plate 11b so that the rotating shaft 11a of the hinge 11 is substantially horizontal with respect to the brake bracket 12 when mounted on the brake pedal. The bearing box 10 is fixed to the other metal plate 11c on its side so that the bottom side 10a of the bearing box 10 is parallel to the rotating shaft 11a of the hinge 11.

  Insertion holes 10b and pin joints 9c (not shown) corresponding to the pin joint holes 5d of the bulging portion 5c of the third brake rod 5 from the left side in the direction perpendicular to the central axis 11a of the hinge 11 are formed on the upper and lower side surfaces of the bearing box 10. A hole 10c corresponding to the hole is turned.

The brake bracket 12 is provided with a shoulder portion 12c whose upper end side of the substrate 12b is bent backward at a right angle with the notch portion 12a sandwiched between the shoulder portion 12c and the rear end of the shoulder portion 12c further downward. A claw 12d is provided so as to be perpendicular to the portion 12c. The length of the claw 12d is preferably in the range of 3/4 to 1/2 of the height of the front surface.
A screw seat 12e is fixed to the front surface 12c at a position facing the driver's seat, and a female screw 12f is screwed at the center thereof. A screw rod 12g is provided with a male screw threadedly engaged with the screw seat 12e. The other end is chamfered, and a pin 12i is fixed inside the chamfer. As will be described later, the screw rod 12g is set to a dimension as long as possible for the convenience of the mounting operation as long as it does not interfere with the driving operation.

  13 is an accelerator pedal link rod. The accelerator pedal link rod 13 (hereinafter, the accelerator pedal link rod 13 is abbreviated as an accelerator link rod 13) is inserted from a joint pin hole (not shown) at the tip of the accelerator lever 8 from the jaw joint 13a and the accelerator lever 8 side. 13b, a ball joint 13c, a first link rod 13d, a second link rod 13e, a third link rod 13f, and a ball joint 13c. A male screw (not shown) is screwed on the second link rod side of the first link rod. A male screw (not shown) is also screwed on the second link rod side of the third link rod, and a female screw that is screwed with the first link rod is screwed on one end of the second link rod. The other end is provided with a female screw that is screwed with the third link rod. It is preferable that one of these screws is a right screw and the other is a left screw.

  In FIG. 6, reference numeral 14 denotes an accelerator pedal bracket. A ball seat of the accelerator pedal side ball joint 13c is mounted on a base plate 14a of the accelerator pedal bracket 14 (hereinafter, the accelerator pedal bracket 14 is abbreviated as an accelerator bracket 14).

In the substrate 14a, 14b is a fixing hole. The fixing hole 14b is drilled in the center of the substrate 14a. 14c is a rotating shaft. The rotating shaft 14c is fixed through the center of the gear 14e, and is inserted through the fixing hole 14b on the back side (not shown) of the gear, and is rotatably fixed around the central axis in the longitudinal direction of the rotating shaft 14c. . The other end of the rotating shaft 14c is chamfered, and a pin 14d is fixed through it. The rotating shaft 14c has a longer dimension for the convenience of mounting work described later, like the screw rod 12g.
14h is a rack having a shoulder 14i extending in the front-rear direction and a claw 14j at its tip. The claw 14j has a shoulder portion 14i having a length close to the thickness of the accelerator pedal bent at about 100 degrees with respect to the rack 14h, and the tip thereof is further bent at about 135 degrees to form the claw 14j. It has a convenient shape to hold the pedal from the rear side.

  With the gears 14e sandwiched between the racks 14h and 14h from above and below with the teeth of the gears 14e, the left and right racks guide the guides 14l and 14l so that the positions of the claws 14j and 14j are the same distance from the center. Is slidably fixed in the lateral direction. 14f is a rotation stop of the gear 14e. The anti-rotation 14f is a spring plate provided with a projection 14g that engages with the gear teeth at the tip, and the spur 14g bites between the gear teeth by its urging force to suppress the rotation of the gear. In order to rotate the gear, the rotation shaft 14c is rotated to push the protrusion 14g that bites into the gear teeth to the upper end of the gear for rotation. It is desirable to secure a tightening force by attaching a plate of resin or the like having appropriate flexibility to the inner surface of the nail.

Next, the assembly method of the present embodiment will be described. Referring to FIGS. 1 to 6, first, three screw holes 6 b arranged in the vertical direction of the accelerator control lever 6 are aligned with the screw holes 7 a of the connecting rod 7, and three screws 7 f are inserted and fixed. A one-way clutch 7e is fixed to a recess (not shown) of the connecting rod 7 in the direction shown in FIG. In the figure, the right direction is the direction in which the connecting rod 7 moves when the brake is operated. The left direction is the direction in which the connecting rod 7 moves when the accelerator is operated.
A female screw (not shown) of the grip 2 and a male screw 3a at the upper end of the first brake rod 3 are screwed and fixed. The metal part 6a spreading on the side of the accelerator control lever 6 is aligned with the groove 3b of the first brake rod 3 and inserted from below. Next, the second brake rod 4 is inserted from below the connecting rod 7.

The screw insertion hole 8a on the left end of the accelerator lever 8 is aligned with the screw hole 7b on the lower end side of the connecting rod 7, and (FIG. 2) the screw 7f is inserted so that the accelerator lever 8 can swing around the axis of the insertion screw. Fix it.
The connecting rod 7 is inserted so that the accelerator lever 8 is inserted into the groove 5b from above the third brake rod 5, and the male screw at the upper end of the third brake rod 5 is fitted into the female screw (not shown) at the second brake rod lower end 4b. The second brake rod is rotated and the male screw at the lower end of the first brake rod and the male screw at the upper end of the third brake rod are tightened simultaneously (FIGS. 1 and 2).

  In addition, since one of these screws is a left screw and the other is a right screw, when the second brake rod is rotated in one direction, both the first brake rod and the third brake rod are tightened and the second brake rod is rotated in the opposite direction. Both the 1 brake rod and the 3rd brake rod are loosened. Note that this allows for fine adjustment of the length. On the other hand, for the total length, 3 to 4 types of sets having different lengths of the connecting rod 7 and the second brake rod 4 are prepared, and thereby 3 to 4 types having different lengths can be provided.

  FIG. 4 shows a neutral state in which neither engine operation nor brake operation is performed. Reference numeral 15 denotes a claw mechanism. The claw mechanism 15 is provided with a claw 15a from below and a disk-like flange 15b at the top thereof, and has a hook hole 15d penetrating through a passage 16b of the first cover 16 (not shown) above. 15c is a stipulation. The pawl mechanism 15 is accommodated in a hole 3d drilled in the first brake rod 3, and the flange portion 15b of the pawl mechanism 15 is restrained by a stopper portion 3e at the lower end of the hole, so that only the pawl portion 15a is opposed to the one-way clutch 7e. It is urged downward by a ridge 15c compressed on the lower surface of the first cover 16 in the form.

  Reference numeral 17 denotes a release lever of the claw mechanism 15. The release lever 17 unit has a knob 17a on the grip 2 side and is supported by a fulcrum 16a at the center, and the far end engages with the hook hole 15d. Accordingly, when the claw mechanism 15 is lifted upward against the elastic force of the ridge 15c by pushing down the knob 17a, the claw 15a is engaged with the one-way clutch 7e of the rack 7d. Is released. Reference numeral 18 denotes a second cover of the release lever, and reference numeral 18 a denotes an opening for the release lever 17.

  In FIG. 5, the accelerator lever 8 is connected to the lower end of the connecting rod 7 by a bolt 7g and a nut 7h. The bolt 7g is screwed into the lower flange of the connecting rod 7 and is prevented from loosening by a lock nut 7h. Between the accelerator lever 8 and the flange of the connecting rod 7 and between the groove 5b of the third brake rod 5, there is a gap in which the accelerator lever 8 can swing smoothly.

It is preferable to keep the gap between the inner diameter of the third brake rod 5 and the connecting rod 7 as small as possible in order to accurately transmit the movement of the accelerator control lever 6 to the accelerator lever 8.
It is economical that the gap between the second brake rod 4 and the connecting rod 7 is sufficiently large, and that the gap between the inner diameter of the first brake rod 3 and the connecting rod 7 is secured within a range where the ratchet device operates normally. Therefore, it is preferable to make the apparatus efficient.

  Next, the bulging portion 5c of the third brake rod 5 and the bulging portion 9c of the support rod 9 are both connected by the pin insertion holes 10b and 10c of the bearing box 10 attached to the brake bracket 12 to complete. The reason why the bearing box 10 is employed here is that both the bulging portion 5c of the brake rod unit and the bulging portion 9c of the support link 9 are restricted by the vertical movement on both side surfaces of the bearing box 10 and the bulging portion 5c. This is because only the swing around the pin of the protruding portion is performed.

Next, referring to FIG. 1, a method for the driver himself to wear the portable driving assistance device of the automobile will be described.
Reference numeral 12j denotes a mounting auxiliary rod. The mounting auxiliary bar 12j has a grip 12m at one end, and at the other end is a thin steel pipe provided with grooves 12n along the longitudinal center line of the mounting auxiliary bar on both sides. A standing groove 12l is provided.

  The driver sits in the driver's seat and takes out the portable driving assistance device. First, the tip of the set screw 12g of the brake bracket 12 of the driving assistance device is adjusted to a position where it does not protrude from the back surface of the substrate 12b. Further, the racks 14h and 14h of the accelerator bracket 14 are adjusted by rotating the rotary shaft 14c so that the interval between the claws 14i and 14i is wider than the width of the accelerator pedal.

  The driver holds the first brake rod 3 of the driving assistance device with the left hand, the grip 12m of the mounting auxiliary rod 12j with the right hand, and inserts the pin 12i of the set screw 12g into the groove 12k at the other end so that the set screw 12g Until the pin 12i reaches the groove 12l. If the pin 12i is dropped in the groove 12l, the set screw 12g is unlikely to fall off the mounting auxiliary rod during the mounting operation.

  As described above, the brake bracket 12 is lifted, and the lower half or 1/3 of the rear surface of the brake bracket board 12a is placed along the front surface of the brake pedal B on the front surface of the brake pedal B, and the brake lever B1 is formed in the notch 12a. The brake bracket 12 is positioned to the left and right in the state of being fitted, and the brake bracket 12 is lowered and hooked on the brake pedal B while being careful that the claws 12d and 12d are hooked on the back of the brake pedal. With this operation, the brake bracket 12 is positioned on the brake pedal B by the support portions 12c and 12c, and the accelerator lever 8 becomes substantially horizontal. In this state, the right hand mounting support rod 12j is rotated to the right, the set screw 12g is tightened, the claws 12d of the brake bracket 12 clamp the back of the brake pedal, the front of the brake pedal is clamped with the set screw 12h, and the brake bracket 12 is braked. Secure to pedal B.

  Next, the mounting auxiliary rod 12j is removed from the set screw 12g, and the pin 14j of the rotating shaft 14c is inserted into the groove 12k of the mounting auxiliary rod 12j into the accelerator bracket 14 near the accelerator pedal A, so that the pin 14d of the rotating shaft 14c Cover until it reaches 12l. If the pin 14d is dropped into the groove 12l and placed, the rotating shaft 14c is not easily dropped from the mounting auxiliary rod during the accelerator bracket mounting operation.

  The accelerator bracket 14 is lifted along the front surface of the accelerator pedal A by the mounting support rod 12j, and the accelerator shaft link rod 13 is raised so as to be parallel to the support link 9, and the rotating shaft 14c is rotated counterclockwise to move the left and right claws. 14j and 14j sandwich and fix both sides and back of the accelerator pedal.

  Although the driving assistance device can be installed as described above, the mutual positions of the brake pedal and the accelerator pedal vary depending on the manufacturer and the vehicle type. However, it is preferable that the accelerator lever 8 is substantially parallel to the front surface of the brake pedal regardless of the manufacturer and vehicle type.

  Therefore, when the accelerator lever 8 is not substantially parallel to the front surface of the brake pedal, firstly, the allowance for adjusting the length of the accelerator pedal link rod 13 is measured, and the procedure is reversed so that the driving assistance device is Remove the brake pedal from each pedal, adjust the length of the accelerator pedal link rod 13 by rotating the second link rod 13e to the left or right to adjust the measured adjustment allowance, and then mount it again according to the mounting method. In addition, when the hand reaches the accelerator link rod 13 in the mounted state, the second accelerator link rod can be rotated and adjusted in the mounted state.

Next, the operation will be described.
The control of the accelerator pedal A by the automobile driving assistance device of the present invention will be described with reference to FIG.
First, with the engine started, the control lever of the automatic transmission is put into the drive range, the driver holds his palm, puts his finger on the lever 6b of the accelerator control lever 6 with his fingertip, and pulls it in the direction of arrow C. The movement of the accelerator control lever 6 is transmitted to the left end of the accelerator lever 8 through the connecting rod 7 as it is, and the accelerator lever 8 is moved in the direction of arrow D.

  This movement moves the rightmost accelerator link rod 13 in the direction of arrow E via the support link 9. This movement controls the accelerator pedal A to be pushed through the accelerator bracket 14 in the direction of arrow F against an unillustrated return swaying force (not shown) to increase the amount of fuel in the engine. If the parking brake (not shown) is released when the engine starts to rotate, the car starts running. If the accelerator control lever 6 is further pulled, the vehicle is further accelerated. Also, if the engine is loosened, the engine weakens its rotation due to the reverse movement of the arrow just described due to the swaying force of the accelerating pedal A (not shown).

  The brake operation will be described with reference to FIGS. 1, 3, 4 and 7. FIG. The broken lines in FIG. 1 and FIG. 7 indicate a neutral state in which neither engine operation nor brake operation is performed. The position indicated by the solid line in FIG. 7 indicates a state in which the grip 2 is pushed forward to operate the brake. The brake pedal B is pushed forward as far as indicated by a distance L against the urging force of a return ridge (not shown). On the other hand, since the accelerator pedal A is in a stationary state, the accelerator link lever 8 turns the accelerator pedal link rod 13 (hereinafter referred to as the accelerator pedal link rod 13 abbreviated as the accelerator link 13) to the stationary side and rotates right together with the support link 9, The connecting rod 7 and the accelerator control lever 6 are pulled forward. In FIG. 4, the connecting rod 7 moves rightward, and the one-way lock tooth row 7d moves while pushing up the claw portion 15a until the brake pedal stops.

Even if the force of the grip 2 of the brake rod unit is relaxed, the connecting rod 7 cannot return due to the action of the ratchet regardless of the repulsive force on the brake pedal B side, and maintains a balanced state with the accelerator pedal side.
That is, the brake rod unit and the connecting rod 7 are restrained at the position of the brake operation state by the engagement of the ratchet. The accelerator lever 8 that connects one end to the connecting rod 7 is connected to the accelerator pedal A via the accelerator link rod 13 at the other end. The accelerator pedal A is in a stationary position with the accelerator lever A1 in contact with the stopper. On the other hand, the brake pedal B exerts a force to return to the brake release position by the reaction force of the brake operating hydraulic pressure and the repelling force of the return spring together with the brake lever B1. This force to return to the brake release position acts via the brake bracket 12 via the connecting portion 9c of the support link 9 and the connecting portion 5c of the brake rod unit, but is balanced by the reaction force of the stopper of the accelerator A. This is because it occurs.

  To release this state, push the knob I7a of the release lever 17 downward to release the engagement of the ratchet mechanism, and the accelerator control lever 6 and the connecting rod 7 return smoothly according to how the grip 2 is loosened. In conjunction with this, the link lever 8 also returns to the neutral position.

  The ratchet mechanism 15 is an effective device that can be released from the trouble of operating the parking brake because the brake state can be maintained when the vehicle is temporarily stopped on an uphill or the like, or when the signal is temporarily stopped. When starting again, the ratchet is released from the brake lock state in advance, and the brake control rod unit is loosened while pulling on the accelerator control lever 6 in advance, so that the vehicle can start smoothly on a slope.

  Reference numerals 19 and 20 denote stoppers that limit the lateral swing range of the brake rod unit. In FIG. 1, it is preferable that the lower limit of the stopper in the downward swing range is adjusted so that the lower surface of the bearing 10 functions, and the grip 2 can be placed on the seat of the driver's seat.

  In the case where the device is removed from the accelerator pedal A and the brake pedal B and carried, the driving assistance device is moved to the accelerator and brake pedals in the reverse order of the procedure for mounting the driving assistance device on the brake pedal and the accelerator pedal. It is only necessary to remove it from A and B, and it can be carried as it is in a bag or the like.

  This device is small and light, and the lower stopper is set so that the position where the grip rides on the upper surface of the seat of the driver's seat is almost the lower limit, so the added mass generated when this device is attached to the brake petal is reduced. There is no fear that the biasing force of the brake petal will be deficient due to the applied inertial force. Further, while the accelerator is operated, the reaction force such as the return spring of the accelerator petal all acts in the direction of increasing the urging force of the brake petal return spring.

  A second example of the best mode for carrying out the present invention will be described with reference to FIGS. FIG. 8 is an overall perspective view of the state in which the automobile driving assistance device according to the present invention is mounted on an automobile with an automatic transmission as viewed from the upper right side. 9 is a cross-sectional view taken along the line KK of FIG. 10 and 11 are explanatory views in which the brake lock mechanism of the present embodiment is engaged with the end portion of the seat surface of the chair or the steering wheel. In addition, the same code | symbol is attached | subjected to the part which is common in the part demonstrated in the prior art example and the 1st example of implementation of this invention, and description is abbreviate | omitted.

  8 and 9, reference numeral 30 denotes an automobile portable driving assistance device according to the present invention. In the portable driving assistance device 30 of the automobile, 33 is a brake operation rod unit, and 32 is a grip. In the brake operation rod unit 33, 33a is a brake rod. The brake rod 33 a is fixed to the rear end side of the grip 32. The other end side of the bourake rod 33a is a pin joint portion 33b. Both ends of the pin joint portion 33b are processed into a flat surface, and a pin joint hole 33c is formed in the center thereof. A hollow portion 33d is bored coaxially from the end on the grip 32 side of the brake rod 33a to the central axis in the longitudinal direction of the brake rod 33a. The hollow portion 33d is provided with a slit 33e along the longitudinal center line of the brake rod. The slit 33e secures a range necessary for adjusting the claw 37f.

  Reference numeral 36 denotes an accelerator operation unit. In the accelerator operation unit 36, 36a is a lever. The lever 36a is provided at a position where a palm of one hand is applied to the grip 32 and can be operated with the fingertip. Reference numeral 36b denotes a connecting pipe. The connecting pipe 36b is fitted to the outside of the brake rod 33a and is slidably fitted in the longitudinal direction of the brake rod 33a. The lever 36a is fixed to one end of the connecting pipe 36b grip 32 side, and the other end is provided in the vicinity of the bulging portion of the brake rod 33a for the stroke required for the brake operation by the brake operation rod unit. The bracket 36c is provided at the end thereof. Reference numeral 36e denotes a slit. The slit 36e is provided longer than the length of the slit 33e of the brake rod by the stroke required for the accelerator operation and the brake operation with reference to the slit at the position overlapping the slit 33d of the brake rod 33a in the stationary position. .

    Reference numeral 37 denotes a brake lock device. In the brake lock device 37, 37a is an adjustment knob. The adjustment knob is provided on the front side of the grip 32. 37b is a screw rod, and 37c and 37d are stoppers provided at both ends thereof. The screw rod 37b is provided with a screw between the stoppers 37c and 37d, and the grip 32 side further passes through the grip 32 from the stopper 37c and is fixed to the knob 37a. Reference numeral 37e denotes a nut. The nut 37e is rotatably engaged with the screw rod 37b. 37f is a nail. The claw 37e passes through the slit 33d of the brake rod 33 and the slit 36e of the connecting pipe 36b. In FIG. 9, the nut 37e and the claw 37f are integrated with each other by rotating the knob 37a left or right. Thus, the screw rod 37b moves to the left or right along the screw rod 37b within the range of the stoppers 37c and 37d at both ends of the screw rod 37b.

In FIG. 8, reference numeral 38 denotes an accelerator operation lever. The accelerator operating lever 38 is disposed in front of the brake pedal B and includes a joint hole (not shown) at the right end thereof.
On the upper and lower side surfaces of the bearing box 10 are inserted into an insertion hole 10b corresponding to the pin joint hole 33c of the bulging portion 33b of the brake rod 33 and an insertion hole (not shown) of the pin joint 9c from the left side in a direction perpendicular to the central axis 11a of the hinge 11. Corresponding holes 10c are drilled.

  The pin joint hole 33c of the bulging portion 33b of the brake rod 33 is aligned with the insertion hole 10b at the left end of the bearing box 10, and is fixed by a pin so as to be swingable around the axis of the insertion hole. The left end of the accelerator lever 8 is inserted into the bracket 36c at the lower end of the connecting pipe 36b, and the screw hole 36c drilled in the bracket 36c and the screw hole 8a of the accelerator lever 8 are swingable around the center axis of the screw. Fix it.

  As for the method of mounting the vehicle driving assistance device by the driver himself, since the structure of the brake bracket and the accelerator bracket is the same as that of the first embodiment, mounting and removing are the same as those of the first embodiment. The configuration relating to the engine and the brake operation is substantially the same.

Next, the operation will be described. Since the configuration is substantially the same as that of the first embodiment of the present invention as described above, the description of the operation of the brake lock mechanism and the necessary specifications of the slit 36e associated with the portion unique to the brake lock mechanism will be given. Do.
First, with the engine started, the grip 32 is gently pushed out while the automatic transmission is neutral, and the knob 37a on the hand of the brake operation rod unit 33 is adjusted with the brake activated, as shown in FIG. 10 or FIG. As shown, the position of the claw 37f is adjusted so that the brake operation can be maintained in a state where it is hooked on the front end 37g of the seat surface or the steering wheel 37h. Then, the automatic transmission is put in the drive range and it is confirmed that the braking device maintains the braking force.

  Next, the claw 37f of the driving assistance device is removed from the end 37g of the chair or the steering wheel 37h, the driver holds the palm and puts his finger on the lever 36a of the accelerator operation unit 36 with the fingertip and pulls it in the direction of arrow C. . The movement of the accelerator operation unit 36 acts in the direction of increasing the amount of fuel by the movement of arrows C, D, E, and F as in FIG. Therefore, it is necessary to add a stroke and a margin necessary to fully open the fuel by avoiding the claw 37f below the slit 36e of the connecting pipe 36b.

Next, since the additional stroke on the upper side of the connecting pipe 36b accompanying the operation of the brake is the same as that of the first example of the present invention, refer to FIG.
The position indicated by the solid line indicates a state in which the grip 2 is pushed forward to activate the brake. The brake pedal B is pushed forward as far as indicated by a distance L against the urging force of a return ridge (not shown). On the other hand, since the accelerator pedal A is in a stationary state, the accelerator link lever 8 turns the accelerator link rod 13 to the stationary side, rotates right together with the support link 9, and pulls the connecting pipe 36b and the accelerator control lever 38 forward. A margin is provided for the stroke required when the brake is operated.

  This brake lock mechanism is excellent in that the structure is simple and the operation is reliable because the brake pedal is directly locked.

This portable driving assist device can be operated with the right hand because the brake pedal is close to the right side of the steering shaft, which is located almost in the center of the driver's seat, regardless of whether it is operated with the right hand or the left hand. It is also excellent in that it can be done.

  A third example of the best mode for carrying out the present invention will be described with reference to FIGS. FIG. 12 is an overall perspective view of the state in which the automobile driving assistance device according to the present invention is mounted on an automobile with an automatic transmission, as viewed obliquely from the upper right. 13 is a cross-sectional view taken along line LL in FIG. 14 to 16 are explanatory views relating to three examples of a brake locking mechanism in the brake rod unit. 17 is a cross-sectional view taken along line MM in FIG. In addition, about the part demonstrated in the prior art example and Example 1 and Example 2 of this invention, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In FIGS. 12 to 14 and 17, reference numeral 40 denotes a portable automobile driving assistance device according to a third embodiment of the present invention. In the portable automobile driving assistance device 40, 42 is a grip. On the lower end side of the grip 42, a stepped bolt hole 42a is provided (see FIG. 13). 43 is a brake operation rod unit. In the brake operation rod unit 43, 43a is a brake rod. A bolt screw hole 43b is screwed to the end of the brake rod 43a on the grip 42 side at a position corresponding to the bolt hole 42a of the grip 42. 42b is a bolt. The grip 42 is fixed to one end of the brake rod by a bolt 42b through a washer 42c so as to be swingable about the central axis in the longitudinal direction of the bolt 42b. 43c is a pin joint. The pin joint 43c is provided at the end opposite to the grip 42 side of the brake rod 43a. The pin joint portion 43c has a wide end surface in the vertical direction. 43d is a pin joint hole provided in the pin joint 43c.

  46 is an accelerator operation unit. In the accelerator operation unit 46, 46a is a lever. The lever 46a is provided at the end of the connecting pipe 46b, which is slidably fitted along the longitudinal axis of the brake rod 43a, near the grip 42. In FIG. 17, 46c is a bracket. The bracket 46c is provided at the other end of the connecting pipe 46b. Referring to FIG. 13, the bracket 46c can be moved through the pin joint 43c of the brake rod 43a. Referring to FIG. 17, a strip-like extension 46f is provided at the lower end of the connecting pipe 46b, and is provided at the tip thereof. 46d is a screw hole having an oval shape. The screw hole 46d is an ellipse having a major axis in a direction perpendicular to the central axis in the longitudinal direction of the connecting pipe.

  Reference numeral 47 denotes a brake lock mechanism (see FIG. 13). In the brake lock mechanism 47, 47a is a plunger body. The plunger body 47a has a flange 47e on its front end side, and further has a guide pin 47f on its tip side. 47b is a plunger case. The plunger case 47b accommodates a protrusion 47c and a plunger body 47d. The protrusion 47c is supported at the rear end thereof by the rear end of the plunger case 47b, and the front end thereof is supported by the flange 47e of the plunger body 47a. A spear force is applied.

  Referring to FIGS. 13 and 14, 47g is a base, and 47h is a guide pipe. The base 47g is fixed to the guide pipe 47h. The guide pipe 47h is provided with two guide pin insertion holes 47i and 47i, and the guide pins 47f and 47f are inserted through the guide pin insertion holes. Circumferential guide grooves 47j, 47j are provided on the outer periphery of the connecting pipe 46b, and are guided by the guide pins 47f, 47f so as to be slidable in the rotational direction. Two of the plunger cases 47b are fixed to the base 47g at a predetermined interval as described later in a direction perpendicular to the center line of the brake rod 43a with the center line in the longitudinal direction thereof coinciding with the center line in the longitudinal direction of the brake rod 43a. ing. The base 47g has a hole through which the flange 47e of the plunger body 47a can pass, and the guide pipe 47h has a hole 47i that guides the guide pin 47f at the tip of the plunger body 47a. 47m is a sliding tube. The slide tube 47m is fixed to the guide pipe 47h so as to be slidable in the longitudinal direction of a slide bar 47n fixed to the end of the grip 42 as shown in the assembled state.

  FIG. 14 is an explanatory diagram for explaining the structure of the brake lock mechanism, and is a partial cross-sectional view of only the plunger portion. FIGS. 14 (a), (b), and (c) show the cross section when viewed from the plunger side. The development view of the hole or groove engraved in each of the brake rod 43b, the connecting pipe 46b, and the guide pipe 47h is shown.

In FIG. 14 (a), a first guide groove 47k along the longitudinal center line of the brake rod 43a at the position where the plunger 47a is installed, and a left side and a right side of the first guide groove 47k at right angles. A second guide groove 47l, 47l having a group of intervals p is formed. The left and right second guide grooves 47l and 47l are engraved with their positions shifted from each other by ½p.
The positions of the first guide grooves 47k and 47k and the second guide grooves 47l and 47l are provided in a range where the plunger moves when entering the accelerator operation and the brake operation, and the second brake guide groove 47l is formed in the brake rod 43a. Is engraved in a range where the guide pin 47f slides when the brake is operated.

  In FIG. 14 (b), the connecting pipe 46b has a width that allows the guide pin 47f to pass at a position perpendicular to the longitudinal center line of the brake rod 43a and at a distance of 2.5P at the position where the plunger 47a is installed. Third guide grooves 47j and 47j are formed.

In FIG. 14 (c), two plunger guide pins are disposed at a position where the plunger 47a is disposed on the guide pipe 47h at a distance of 2.5P in the longitudinal direction perpendicular to the longitudinal center line of the brake rod 43a. A hole for 47f is provided.
The lengths of the second and third guide grooves are machined to allow the guide pin 47f to move left and right according to the left and right deflection angles of the grip 42. The left / right deflection angle of the grip 42 is preferably about 30 ° to 50 ° for one swing.
The first guide groove 47k is engraved in a range where the guide pin 47f slides at the time of the accelerator operation and at the initial stage of the brake operation, and the depth of the guide pin 47f cannot get over the left and right direction of the groove. The depth.
The corner of the second guide groove 47l, that is, the entrance from the first guide groove to the second guide groove is rounded in an arc shape.

  The length of the second guide groove 47l, the width of the first guide groove 47k, and the depth of the groove are such that the diameter of the guide pin 47f of the plunger 47a can pass through, and the depth is two guide pins. It is difficult for the 47f to get over, but when the one guide pin 47f gets over, the depth is such that it gives a sufficient click feeling to the operating hand, and the second guide groove has a depth that the guide pin cannot get over. In paragraph 98, the installation interval between the two plungers was set to a predetermined interval, which will be described later, and this interval was set to 2.5 times the interval P between the left and right grooves of the second guide groove 47l.

  15 and FIG. 16 differ from FIG. 14 only in that the intermediate portion of the second guide groove group 47l in FIG. 15A is obliquely engraved upward. In the case of FIG. 16, only the middle part of the groove 47j in (b) is carved in a diagonally downward direction.

  In the assembled state, the guide pin 47f at the tip of the plunger main body 47d of the plunger 47a mounted on the base 47g penetrates the third guide groove 47j provided on the connecting pipe 46b and is carved into the brake rod 43a. The plunger ridges 47c are exerted on the bottoms of the first guide groove 47k and the second guide groove 47l.

  In FIG. 17, reference numeral 48 denotes an accelerator link device. In the accelerator link device 48, 48a is a first accelerator lever. A pin joint hole is provided at the left end of the first accelerator lever 48a. Reference numeral 48c denotes a boss, and the right end of the first accelerator lever 48a is fixed to the boss 48c. A swing shaft hole 48b is provided so as to be orthogonal to the longitudinal center axis of the first accelerator lever 48a. 48d is an intermediate lever. The intermediate lever 48d is perpendicular to the swing shaft hole 48b of the boss 48c, is in a plane including the central axis in the longitudinal direction of the first accelerator lever 48a, and is perpendicular to the first accelerator lever 48a. One end thereof is fixed to the boss 48c. The other end of the intermediate lever 48d forms a jaw joint divided into two forks.

  48f is a second accelerator lever. The second accelerator lever 48f is provided with a joint pin hole 48g at the right end thereof. The left end thereof is fixed to the boss 48c together with the intermediate lever 48d as shown in FIG. 17 by fixing the same relationship and line symmetry with the first accelerator lever 48a.

  In FIG. 12, 50 is a bearing box. The bearing box 50 has a partially bottomed channel shape, and the left end protrudes further to the left than the brake pedal. The protruding portion is only on both side surfaces from which the bottom plate is removed, and the left end is closed by the side plate 50b. The right end of the bearing box 50 substantially coincides with the right end of the brake pedal, and the right end remains open.

  The brake rod 43a is formed with respect to the central axis of the pin 50c via a pin 50c in a hole drilled at right angles to both side surfaces of the bearing box 50 by a pin insertion hole 43d of a pin joint 43c provided at the lower end of the rod. It is swingably fixed. Similarly, the first accelerator lever 48a is fixed to the central axis in the longitudinal direction of the swing shaft 50g by a swing shaft 50c through a swing shaft hole 48b (not shown) of the fixed boss 48c. Similarly, the second accelerator shaft is also slidably fixed to the oscillating shaft 50e to the central axis of the oscillating shaft 50e via the oscillating shaft hole 48b of the fixed boss 48c.

  Reference numeral 48e denotes an intermediate link. The intermediate link 48e has an intermediate lever 48d fixed to a boss 48c fixed to the first accelerator lever 48a and an intermediate lever 48d fixed to a boss 48c fixed to the second accelerator lever 48f via respective jaw joints. The first accelerator lever 48a and the second accelerator lever 48f are connected to each other. As described above, the brake rod 43, the first accelerator lever 48a, the intermediate levers 48d and 48d, and the second accelerator lever 48f swing around the swing shafts 50c, 50d, and 50e that are parallel to each other. Oscillate in substantially the same plane. The length of the intermediate lever 48d is such that when the left end of the first accelerator lever 48a is at the position of the swing axis of the brake rod, the center line in the longitudinal direction of the first accelerator lever coincides with or is parallel to the center line of the second accelerator lever. Adjust so that

The screw hole 46d of the bracket 46c of the accelerator control unit 46 and the first accelerator lever 48a are connected via a pin joint hole at the left end thereof. (See Figure 17)
The right end of the second accelerator lever 48f is connected to a jaw joint at the upper end of the accelerator link rod 13 through a joint pin hole 48g. In this accelerator link rod 13, the boss 48c to which the second accelerator lever 48f is fixed is directly fixed to the bearing box 50 so as to be swingable to the swing shaft 50e, so that the distance between the right end of the second accelerator lever 48f and the accelerator pedal is increased. It is getting shorter. Therefore, the lengths of the first link rod 13d, the second link rod 13e, and the third link rod 13f are shortened, but the structures and functions thereof are the same as those in the first embodiment of the present invention, and therefore the same reference numerals are given. The description is omitted.

The operation of the third embodiment of the present invention will be described below with reference to FIGS. In addition, since the structure of the brake bracket 12 and the accelerator bracket 14 is the same as that of the first embodiment of the present invention, the same reference numerals are given and the description of the attaching / detaching method and the operation thereof will be omitted.
FIG. 12 shows a neutral state in which the driving assist device 40 according to the present invention is mounted and fixed to the brake pedal and the accelerator pedal, and neither the engine nor the brake is operated. It is preferable that the first accelerator lever 48a and the second accelerator lever 48f are substantially in a straight line.
If it is far from the straight line, the vehicle driving assistance device 40 is removed from the brake pedal and accelerator pedal, and the second link rod 13e is rotated with respect to the first link rod 13d and the third link rod 13f to adjust the length. And fix it again.

  The control lever of the automatic transmission is put in the drive range, the palm is placed on the grip 42, and the lever 46a is pulled in the direction of arrow C with the fingertip. The movement of the accelerator control lever 46a is directly transmitted to the left end of the first accelerator lever 48a through the connecting pipe 46b and the bracket 46c, and the second accelerator lever 48 is moved to the arrow D through the intermediate link 48d, the intermediate lever 48e, and the intermediate lever 48d. Move in the direction of.

  This movement moves the accelerator link rod 13 in the direction of arrow E. This movement controls the accelerator pedal A through the accelerator bracket 14 in the direction of arrow F against the repulsive force of the return spring to increase the amount of fuel in the engine. When the engine starts to rotate, the car starts running if the parking brake (not shown) is released. If the accelerator control lever 46a is further pulled, the vehicle is further accelerated. If it is loosened, the rotation of the accelerator pedal A causes the engine to slow down due to the reverse movement of the arrow just described.

When the grip 42 is pushed forward in the same manner as shown in the first embodiment of the present invention, the same state as shown by the solid line in FIG. 7 is obtained. The brake pedal B is pushed forward as shown by a distance L against the repulsive force of the ridge. On the other hand, since the accelerator pedal A is stationary, the accelerator link lever A1 sets the accelerator link rod 13 to the stationary side, both the second accelerator lever 48f and the first accelerator lever 48a rotate counterclockwise, and the connecting pipe 46b and the lever 36 are moved forward. Draw.
The operation of the brake lock device 47 will be described below. 13 and 14, the plunger 47a is guided in the first guide from the position shown in FIG. 13 by the third guide groove of the accelerator connecting pipe 46b in the connecting pipe 46b and the guide pipe 47h. It proceeds in the direction of the second guide groove group 47l according to the groove of the groove 47k. When the brake force is sufficiently exerted, the driver rotates the grip 42 to the right or left, so that the guide pin 47f of the plunger enters any groove of the second guide groove group 47l and the brake is locked.

  Here, the operation of the brake lock will be further described. The reason why the two plungers 47a are installed at an interval of 2.5 times the pitch P of the second guide groove group 47l is that the brake lock mechanism operates reliably over a long period of time. Therefore, the pitch of the second guide groove group needs to be 10 mm. By setting the two plungers at an interval obtained by adding 0.5 pitch to a multiple of the groove pitch P of the guide groove group, one of the two plungers enters the second guide groove and the other rises to the bank between the grooves. Therefore, when the pitch of the second guide groove, for example, the pitch is 10 mm, the second guide groove can be locked in the groove every half, that is, every 5 mm. Further, the plunger 47a of the brake lock mechanism 47 is operated by shifting the grip to the left or right by shifting the pitch of the second guide groove group to the left or right, and every 1/4 pitch of the second guide groove group, that is, every 2,5 mm. As a result, the lock mechanism worked almost certainly as a brake lock mechanism, and a sufficiently large brake force could be secured.

  Further, in FIG. 15A, the intermediate portion of the second guide groove group is inclined upward. In FIG. 16B, the third guide groove is inclined downward. These effects are exactly the same. As described above, the connecting pipe 46b is rotated by rotating the grip 42 left or right when the brake lock is applied at intervals of 1/4 pitch with respect to the pitch of the second guide groove group. On the other hand, the thrust which pushes back a brake rod to the brake operation direction is given. As a result of experiments, it has been confirmed that the braking force is surely increased by this operation without significant resistance to the left / right operating force of the grip.

In this embodiment, since the rotating shafts 48d of the bosses 48c and 48c of the first and second levers are directly attached to the bearing box 50, the swing range of the first lever and the second lever is mainly the brake pedal and the brake pedal. Because of the shift beyond the back, the rex pace between the seat and the brake pedal could be improved.
In addition, it was possible to provide a portable vehicle driving assistance device having a brake lock device that has good operability and performance comparable to that of a wearable vehicle driving assistance device.

A fourth example of the best mode for carrying out the present invention will be described with reference to FIGS. FIG. 18 is an overall perspective view of the automobile driving assistance device mounted on an automobile with an automatic transmission as viewed from the upper right. FIG. 19 is a NN plane view of FIG. In addition, about the part demonstrated in the prior art example and Example 1 thru | or Example 3 of this invention, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In FIGS. 18 and 19, reference numeral 60 denotes a portable driving assistance device for an automobile showing a fourth embodiment of the present invention. In the portable driving assistance device 60 of the automobile, 63 is a brake operation rod unit. The brake operating rod unit 63 differs from the third example of the embodiment only in the connection portion between the lower end of the brake rod 63a and the bearing box 70. That is, 63c is a pin joint. The pin joint 63c is integrally configured so that the gear 68a and the pulley 68d have a central axis coaxial with the joint pin hole 63d of the pin joint and the gear 68a is in front. Is accommodated in the pin joint 63c so as to be coaxial with the central axis 63d. The left and right end faces 63e and 63e of the pin joint 63c are corrected on both sides so that the gear 63a and the pulley 68d are exposed to the left and right. 66c is a rack. The rack 66c has an upper end attached to the lower end of the connecting pipe 46b and meshes with the gear 68a below the rack 66c. 68c is a boss and 68d is a pulley. The boss and the pulley are integrally formed so that the rotation shaft 68b is coaxial, and have the same diameter as the pulley 68d and the pulley 68d on the pin joint side. A belt 68e mechanically connects the two pulleys 68d and 68d. 68f is an accelerator lever. The accelerator lever 68f is connected to the accelerator link rod 13 with a pin through a pin hole at the tip thereof.

  70 is a bearing box. The bearing box 70 has a partially bottomed channel shape, and the left end protrudes further to the left than the brake pedal. The protruding portion is only on both side surfaces from which the bottom plate is removed, and the left end is closed by the side plate 70b. The right end of the bearing box 70 substantially coincides with the right end of the brake pedal B, and the right end remains open.

    The brake rod 63 is connected to the central axis of the pin 70c via a pin 70c in a hole drilled at right angles to both side surfaces of the bearing box 70 by a pin insertion hole 63d of a pin joint 63c provided at the lower end of the rod. It is swingably fixed. Similarly, the gear 68a and the pulley 68d are fixed to the central axis in the longitudinal direction through a swing shaft hole 70c so as to be swingable. The left and right pins 70c are provided so as to be perpendicular to and parallel to the front and rear side surfaces of the bearing housing 70. The belt 68e and the pulley 68d used here are preferably cogged so that they do not slip each other.

  Regarding the action, the brake operation rod unit, the accelerator control unit, and the brake lock mechanism are the same as those in the third embodiment of the present invention, and therefore, the same operation arrow as in FIG. The accelerator lever 48 will be described.

  In place of the three previous examples of the accelerator lever 48 of the fourth embodiment of the present invention, the movement of the accelerator operation unit is received by a rack and a pinion, and this is passed through a pulley so that only the transmission to the accelerator link rod is configured by the lever. Thus, in the link combination, the transmission efficiency of the force in the intended direction tends to decrease with the change of the angle and the component in the unnecessary direction tends to increase, but such a point can be reduced. In addition, since the number of parts is reduced and the mechanism can be housed in the bearing box, the brake pedal can be organized and the shielding effect can be easily improved, so it is easy to eliminate the influence of rainwater and dust, and it is totally reliable. Can be raised. This effect can be achieved not only when the vehicle is mounted but also when the container for transportation is compact.

  A fifth example of the best mode for carrying out the present invention will be described with reference to FIGS. FIG. 20 is an overall perspective view of the portable driving assist device of the present vehicle mounted on a vehicle equipped with an automatic transmission as viewed from the upper right. FIG. 21 shows the main part of FIG. 20 as a development view. FIG. 22 is a partial view for explaining the ratchet mechanism of the brake lock mechanism in the O arrow view of FIG. FIG. 23 is a view for explaining the operation of the brake of this apparatus. In addition, about the part demonstrated in the prior art example and Example 1 thru | or Example 4 of this invention, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  20 and 21, reference numeral 80 denotes an automobile portable driving assistance device according to a fifth embodiment of the present invention. In the portable driving assistance device 80 of the automobile, 82 is a grip. The grip 82 is provided with a female screw (not shown) at its lower end. Reference numeral 83 denotes a brake operation rod unit. In the brake operation rod unit 83, 83a is a brake rod. The brake rod 83a has a rod-like shape, and a male screw 83b that engages with a female screw (not shown) of the grip is turned at the upper end of the brake rod 83a. A bracket 86c is provided at the lower end, and a pin joint hole 86d is provided in the bracket 86c. Reference numeral 88 denotes an accelerator control mechanism. In the accelerator control mechanism 88, 88a is a lever, and 89 is a support link. In the support link 89, 89a is a jaw joint, and in the jaw joint, 89c is a pin joint portion. 89b is a support rod. The support rod 89b is integrally formed with the jaw joint 90 at the tip thereof. 90 support box. The support box 90 has a lower end of a support bar 89b manufactured integrally with the jaw joint 90a fixed to the upper side of the support box 90 and the bracket 11 is mounted on the brake pedal B by the hinge 11 so that the hinge is substantially horizontal. The rotary shaft 11a is fixed so as to be swingable in the vertical direction.

The alcel lever 88a is connected to the pin joint hole 89b of the jaw joint 89a of the support link 89 and the pin joint at the center pin joint hole 88b, and is fixed to be swingable about the central axis of the pin joint hole. Is done.
The left end pin joint hole 88c of the accelerator lever 88 is connected to the pin joint hole of the lower end side bracket 86c of the accelerator rod 86a. The pin joint hole 88c on the right end is connected to the jaw joint 13a on the upper end of the accelerator pedal link rod 13 with the joint hole 13b.

Next, the configuration of the brake lock mechanism will be described.
21 and 22, reference numeral 87 denotes a brake lock mechanism. In the brake lock mechanism 87, 87a is a claw wheel. The claw wheel 87a is provided with a claw along an arc, and the center of the arc coincides with the center of the joint pin 89 of the jaw joint 89a, and is fixed to the left side surface of the jaw joint in parallel with the accelerator lever 88. Has been. The range of the ratchet wheel 87a covers the range in which the accelerator lever 88a turns left about the pin joint 89c of the jaw joint 89a when the brake pedal B is pressed and the brake is operated.
87b is a plunger with a claw. The clawed plunger 87b is accommodated in the case 87c. A rib 87c acts between the support plate 87h on the inner side of the rear end side case of the claw plunger 87b to push out the wrinkle force of the claw plunger 87b in the direction of the claw wheel 87a. The case I87d is protected by a cover 87g. 87e is an inner cable. The inner cable 87e is connected to the rear end of a rod that is connected to the rear end of the claw plunger 87b. 87f is an outer cable. The lower right end of the outer cable 87f is connected to the rear end of the case I87d as shown.

  In FIG. 21, 87 k is a case II. The case II 87 k is installed in the vicinity of the grip 82. The upper left end of the outer cable 87f is attached to the lower end surface of the case II87k. 87i is a slide case. The slide case 87i is accommodated in the case II87k. The slide case 87i is supported between the brake rod 83a by two supports. 87j is a slider. The slider 87j is accommodated in the slide case 87i so as to be slidable in a direction parallel to the longitudinal central axis of the brake rod 83a. The upper left end of the inner cable 87e is fixed to the rear end of the slider 87j by the outer cable 87f opened in the lower end surface of the case II87k. The sliding distance is a distance required for controlling engagement and release of the claw plunger 87b with the claw wheel 87a through the inner cable 87e. Reference numeral 87l denotes a guide cover. The guide cover 87l is provided with a T-shaped guide groove 87m. 87n is a knob. One end of the knob 87n is gripped, and the other end passes through a T-shaped guide groove 87m of the guide cover 87l and a fitting hole provided at a right angle in the sliding direction near the upper end of the slider 87j. It is configured to be fitted and fixed.

  Since the brake lock mechanism 87 is configured as described above, the protrusion 87c in the case I87d always applies tension to the inner cable 87e and simultaneously presses the claw plunger 87b in the direction of the claw wheel 87a. Is acting. When the knob 87n of the case II87k in the vicinity of the grip 82 is lowered to the lowermost end according to the T-shaped guide groove 87m of the guide cover 87l, the inner cable transmits the movement to the case I87d side to the position where the claw plunger 87b is engaged with the claw wheel 87a. Moving.

  When the knob 87n is moved to one of the left and right lateral grooves at the upper end of the T-shaped guide groove 87m, the knob 87n is moved to its position against the sprung force of the ridge 87c acting via the inner cable 87e. Stop on. At the same time, the inner cable 87e is on the case I87d side, and the plunger 87b with the claw is pulled into the case I87d to release the engagement with the claw wheel.

  In addition, this structure constitutes a ratchet mechanism in the same manner as in the first embodiment, and allows the movement in one direction, but the return cannot be locked and returned, so that the claw wheel 87a and the clawed plunger 87b are engaged. When the brake is operated, the plunger 87b with the claw is reciprocated only by the claw stroke of the claw wheel 87a with the rotation of the accelerator lever 88 by the action of the rib 87c, so that the brake operation is not hindered.

Next, the operation will be described.
The control of the accelerator pedal A by the automobile driving assistance device of the present invention will be described with reference to FIG.
First, with the engine started, the control lever of the automatic transmission is put into the drive range, and the driver pulls the grip 82 in the direction of arrow C. The movement of the brake rod unit 83 is transmitted to the left end of the accelerator lever 88 through the bracket 86c as it is, and the accelerator lever 88 is moved in the direction of arrow D.

  This movement rotates the accelerator lever 88 clockwise around the pin joint 89c of the support link 89 and moves the accelerator link rod 13 at the right end in the direction of arrow E. This movement controls the accelerator pedal A through the accelerator bracket 14 in the direction of arrow F against the repulsive force of the return spring to increase the amount of fuel in the engine. If the parking brake (not shown) is released when the engine starts to rotate, the car starts running. Pulling the grip 82 further accelerates the car. If it is loosened, the rotation of the accelerator pedal A causes the engine to slow down due to the reverse movement of the arrow just described.

  The brake operation will be described with reference to FIGS. The broken lines in FIGS. 20 and 23 indicate a neutral state in which neither the engine operation nor the brake operation is performed. The solid line in FIG. 23 shows a state in which the grip 2 is pushed forward to operate the brake. The brake pedal B is pushed forward as shown by a distance L against the repulsive force of the ridge. On the other hand, since the accelerator pedal A is in a neutral state, the accelerator link lever 88 turns the accelerator link rod 13 to a stationary state and rotates clockwise together with the support link 89 (see FIG. 23).

As shown in FIG. 23, in order to advance the brake pedal by the distance L, the grip 82 needs to be pushed out by the distance L (D2 / D1).
At this time, a force is applied to the support link 89 from the brake pedal B side to rotate the accelerator lever 88 clockwise by the brake reaction force to further pull back the accelerator pedal A. This force acts on a stopper (not shown) of the accelerator. The accelerator pedal will not move from its rest position because it is balanced.

With this brake activated, the finger is extended from the grip 82 and the knob 87n of the brake lock mechanism 87 is operated to move the guide groove 87l from the lateral groove to the vertical groove.
The knob 87n is pulled back by the urging force of the ridge 87c in the case I87d on the accelerator lever 88 side via the inner cable 87e and reaches the lower end of the guide groove 87m. At the same time, the inner cable 87e moves so that the claw plunger 87b moves in the direction of the claw wheel 87a and can be engaged.

That is, the accelerator lever 88 is fixed to the brake pedal B via the brake bracket 12 and the brake is maintained in an operating state by engaging the claw plunger 87b with the claw wheel 87a while the brake is operated. .
When the knob 87m on the case II 87j side is moved again to the lateral groove on the upper end of the guide groove 87l, the engagement between the claw wheel 87a on the accelerator lever 88 side and the plunger 87b with the claw is released and the force of the grip 82 is released to release the accelerator lever 88. Is rotated counterclockwise by the reaction force of the brake, returns to the neutral position together with the brake rod unit 83, and the brake is released (see FIG. 23).

  Although the portable driving assistance device for an automobile has a very simple configuration, the utility can be remarkably improved by adding a brake lock mechanism. Therefore, it is possible to provide a highly reliable device at a low cost.

A sixth example of the best mode for carrying out the present invention will be described with reference to FIG. FIG. 24 is an overall perspective view of the portable driving assist device of the present vehicle mounted on a vehicle with an automatic transmission, as viewed from the upper right.
The parts described in the conventional example and the first to fifth embodiments of the present invention are denoted by the same reference numerals and the description thereof is omitted.

  In FIG. 24, 91 is a portable driving assistance device for a car showing a sixth embodiment of the present invention. In the portable driving assistance device 91 of the automobile, 92 is a grip device. In the gripping device 92, 92a is a grip body. A brake side arm 92b is provided on the lower end side of the grip body 92a. A pin joint hole 92c is provided at the tip of the brake side arm 92b. 92d is a link on the brake side. One end of the brake side link 92d has a pin joint hole connected to the pin joint hole 92c at the tip of the brake side arm 92b. 93 is a brake operation rod unit. In the brake operation rod unit 93, 93a is a brake rod. The brake side link 92d has an adjustment screw mechanism 92f between the brake rod 93a and the brake rod 93a at the center thereof, and at the other end, a pin coupled to a brake side bracket 92e fixed to the brake rod 93a. Joint holes are drilled. An accelerator arm 92h is attached to the distal end side of the grip body 92a. A pin joint hole 92i is drilled at the tip of the accelerator side arm 92h. 92j is an accelerator side link. Pin joint holes are formed at both ends of the accelerator side link 92j.

  Reference numeral 96 denotes an accelerator operation unit. In the accelerator operation unit 96, 96b is a connecting pipe. The connecting pipe 96b is fitted to the outer periphery of the brake rod 93a so as to be slidable along the central axis in the longitudinal direction. 92k is an accelerator side bracket. The accelerator side bracket 92k is fixed to the upper end of the connecting pipe 96a and has a pin joint hole. The gripping device 92 connects the brake side link 92d to the arm tip at the lower end of the grip and the pin joint of the brake rod side bracket by a joint pin, and further connects the accelerator side link 92j to the pin joint 92i of the tip side arm of the grip 92a. And the pin joint hole of the bracket 96d fixed to the tip of the accelerator connecting pipe 96a.

Therefore, the grip body 92a is a brake side 96c and is a bracket. The bracket 96c is provided with a pin joint hole which is coupled to the pin joint hole 8a at the left end of the accelerator lever 8.
The operation of the portable driving assistance device for an automobile configured as described above will be described. First, the adjusting screw mechanism 92f is described. In this adjusting screw mechanism, one screw is left-handed and the other screw is right-handed with a flange as a boundary. Therefore, when the flange is rotated in one direction, both female threads are moved away from the flange when both female threads are rotated in the opposite direction toward the flange side. By this adjusting screw mechanism, the brake side link 92d can be fixed at an angle to the brake rod 93a. This gripping device
The grip device 92 connects a brake operation rod unit 93 and an accelerator operation unit 96. Therefore, the distribution of force can be changed to the brake side and the accelerator side of the grip body 92a by the adjusting screw device 92f.

  Therefore, holding the front end portion of the grip body 92a, the brake side link 92d and the pin joint 92c of the brake side arm 92b are rotated about the pin joint 92b to pull the connection pipe 96b to control the engine. You can also. The operating principle of this brake is the same as that described in the fifth embodiment of the present invention. That is, as described in the fifth embodiment of the present invention, when the brake is operated by pushing the connecting pipe 96b, the connecting pipe is pushed with respect to the pushing stroke L of the brake pedal with reference to FIG. The stroke is as long as L × (D2 / D1). As a result, if the operating force of the brake is P, it is reduced to P × (D1 / D2), and the control of the braking force is facilitated. In other words, since the brake stroke is longer and lighter, it is easy to use the brake because it makes it easier to adjust the dominant of the brake. This is advantageous in that a large operating force can be applied to the brake pedal B only in the case of emergency braking (D2 / D1).

However, in a test using an actual vehicle, the braking force can be easily adjusted and handled easily when the brake operation is performed while holding the front end side of the grip 92a, that is, the arm 92h in the normal operation. However, it was found that when performing emergency braking with a strong force, by placing a palm on the vicinity of the brake arm 92b of the grip 91a and pressing it strongly, the same braking distance can be secured as when a normal person steps on the emergency brake with his / her foot.
It has also been found that by adjusting the pin joint position of the brake lever using the adjusting screw mechanism 97f, the sense of handedness can be adjusted in the case of brake operation.

Next, the operation of the portable driving assistance device for an automobile according to the present invention will be described.
First, when the vehicle is operated by operating the accelerator, the grip is pulled from the neutral position and the front end of the main body 92a is pulled forward. The grip body 92a rotates counterclockwise with the brake side arm 92b as a fulcrum and pulls the connecting pipe 96b of the accelerator operation unit 96 in the direction of arrow C. As a result, the left end of the accelerator lever 8 moves in the direction of the arrow D, and the right end of the accelerator lever 8 moves in the direction of the arrow E, and the accelerator pedal is moved in the direction of the arrow F via the accelerator link 13 and the accelerator bracket 14 to increase the fuel. Then increase the engine speed.

  As described above, the brake operation has the effect of being able to use emergency braking and normal braking properly.

The embodiment described above is an example, and it is needless to say that the change can be freely made without departing from the gist of the present invention.

1. This device can easily be used by individuals with lower limb disabilities among healthy people, not only for privately owned cars but also for sales of multiple people who share cars in the company, taxi drivers used by multiple people, etc.
2. In any field such as a rental car or a driving school, a person with lower limbs can enjoy the service as easily as a normal person.
3. This device has a possibility of being accepted not only in Japan but also overseas because it does not matter whether it is a right handle or a left handle.
4). Contribute to the realization of an environment where people with lower limbs are as active as healthy people. As described in the above section 1.2, the expansion of occupational areas and the range of activities at leisure can facilitate the use of social infrastructure for people with disabilities in the lower limbs and facilitate the advancement into society.

  1 is a perspective view of a portable driving assistance device for an automobile showing a first example of the present invention.   FIG. 2 is a perspective development view of a brake rod unit and an accelerator operation unit in FIG. 1.   It is GG sectional drawing of FIG.   It is II sectional drawing of FIG.   It is HH sectional drawing of FIG.   FIG. 3 is a development view of a fastening portion of an accelerator pedal, as viewed from arrow J in FIG. 1.   It is explanatory drawing explaining the movement of each mechanism at the time of a stationary position and a brake of FIG.   It is a perspective view of the portable driving assistance apparatus of the motor vehicle of the 2nd example of implementation of this invention.   It is KK sectional drawing of FIG.   The situation when the portable driving assistance device of the second embodiment of the present invention is brake-locked is shown.   The situation of another example when the portable driving assist device of the automobile of the second embodiment of the present invention is brake-locked is shown.   It is a perspective view of the portable driving assistance apparatus of the motor vehicle of the 3rd example of implementation of this invention.   It is LL sectional drawing of FIG.   It is 1 part sectional drawing for demonstrating the structure of a brake lock. (A) It is an expanded view of the guide groove carved in the brake rod. (B) It is an expanded view of the guide groove for brae locks engraved in the connecting pipe. (C) A hole for a brake lock mechanism drilled in the guide pipe.   FIG. 6 is a partial cross-sectional view illustrating a second structure of the brake lock mechanism. (A) It is an expanded view of the guide groove carved in the brake rod. (B) It is an expanded view of the guide groove for brae locks engraved in the connecting pipe. (C) A hole for a brake lock mechanism drilled in the guide pipe.   It is 1 part sectional drawing explaining the 3rd structure of a brake lock mechanism. (A) It is an expanded view of the guide groove carved in the brake rod. (B) It is an expanded view of the guide groove for brae locks engraved in the connecting pipe. (C) A hole for a brake lock mechanism drilled in the guide pipe.   It is MM sectional drawing of FIG.   It is a perspective view of the portable driving assistance apparatus of the motor vehicle of the 4th example of implementation of this invention.   It is NN sectional drawing of FIG.   It is a perspective view of the portable driving assistance apparatus of the motor vehicle of the 5th example of implementation of this invention.   FIG. 21 is a development view of the main part of FIG. 20.   FIG. 21 is a view as viewed in the direction of arrow O in FIG. 20.   It is explanatory drawing which shows the motion of each mechanism at the time of the stationary position of FIG. 20, and a brake.   It is a perspective view of the portable driving assistance apparatus of the motor vehicle of the 6th example of implementation of this invention.   It is a perspective view in the state where a portable driving assistance device of a longitudinally-equipped automobile is mounted on the automobile.   It is a front view which shows the 1st example of longitudinal technology.   It is a figure which shows the set state of FIG.   It is a figure which shows the structure of a 1st lost motion.   It is a figure which shows a 2nd lost motion.   It is a figure which shows the motion of the link system at the time of brake depression, and a lost motion.   It is a figure which shows the motion of the link system at the time of accelerator depression, and a lost motion.   It is a front view which shows the 2nd example of a prior art.   It is a front view which shows the 3rd example of a prior art.   FIG. 34 is a detailed view of a second lost motion mechanism of the example shown in FIG. 33.   It is a front view which shows the 4th example of a prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, Automobile driving assistance device 2, 32, 42, 82, 92 Grip 3, 1st brake rod 4, 2nd brake rod 5, 3rd brake rod 5c, bulging part 5d Pin joint hole 6, 36, 46, 86, 96 Accelerator control unit 6a Cross metal fitting 7d One-way clutch 7e One-way clutch teeth 8, 48, 88 Accelerator control unit 9, Support link 9a, jaw joint 9b, joint pin 9c, bulge 10, 50, 70, 90 Bearing box 10a, 50a, bottom of bearing box 10b, 10c ball pin 11, hinge 11a, rotating shaft 11b, 11c metal plate 12, brake (pedal) bracket 13, accelerator (pedal) link rod 14, accelerator (pedal) bracket 15 Claw mechanism 15a Claw 15b Flange 15c Stroke 1 5d Hook release hole 17 Release lever 18 Second cover 19, 20 Stopper 21, 22 Accelerator lever 23, 24 Support link A, Accelerator pedal A1, Accelerator arm B, Brake pedal B1, Brake arm

Claims (13)

  In an automobile with an automatic transmission, it consists of a brake operation rod unit and an accelerator operation link mechanism, the brake operation rod unit has a grip that is operated by a driver at one end and a joint that is connected to a brake pedal at the other end. The joint is swingably fixed to a shaft provided at right angles to the horizontal shaft of a bearing box fixed to a bracket detachably attached to the brake pedal via a substantially horizontal shaft, and the accelerator In the operation link mechanism, an accelerator operation lever is supported in the vicinity of the grip by the brake operation rod unit, and in the vicinity of the bearing box of the brake operation rod unit, the bearing box is parallel to the swing axis of the brake operation rod unit. And an accelerator having first and second swing shafts arranged along the brake bracket. A lever that is connected to the accelerator pedal side from a link element that swings around a second swinging shaft close to a dull, and a link mechanism that is connected to an accelerator bracket that is detachable from the accelerator pedal via a link rod that is connected to the lever The reciprocating motion of the accelerator operating lever is transmitted as a swing motion to the link element on the first swing shaft of the bearing box, and further transmitted to the link element on the second swing shaft. Portable driving assistance device for automobile In an automobile with an automatic transmission, it consists of a brake operation rod unit and an accelerator operation link mechanism, the brake operation rod unit has a grip that is operated by a driver at one end and a joint that is connected to a brake pedal at the other end. In the accelerator operation link mechanism, an accelerator operation lever is supported in the vicinity of the grip by the brake operation rod unit, and the accelerator pedal is guided through the accelerator lever guided to the brake operation rod unit on the joint side connected to the brake pedal. In the link mechanism connected to the brake pedal, the joint connected to the brake pedal at the other end of the brake operation rod unit is mounted on the bracket box detachably attached to the brake pedal via a substantially horizontal shaft so as to be swingable. Oscillatingly fixed to an axis perpendicular to the right axis It is,
The accelerator lever has a central portion supported by the bearing box so as to be swingable in a plane parallel to a horizontal axis of the bracket passing through the central axis of the brake operation rod unit. Connected to a bracket supported by the link and detachable from the accelerator pedal at its tip so as to be substantially parallel to the support link,
The bracket that can be attached to and detached from the brake pedal and the bracket that can be attached to and removed from the accelerator pedal can be mounted, fixed, and loosened from the driver's seat by using a fastening member that can be easily engaged with the auxiliary tool. A portable driving assistance device for an automobile characterized by being. Both the bracket that can be attached to and detached from the brake pedal and the bracket that can be attached to and removed from the accelerator pedal can be mounted, fixed, and loosened from the driver's seat by the driver using an auxiliary tool and a fastening member that easily engages with this. The portable driving assistance device for an automobile according to claim 1.   Both the bracket that can be attached to and detached from the brake pedal or the bracket that can be attached to and removed from the accelerator pedal are located on the rear side of the upper part of the bracket in the downward direction by 3/4 to 1/2 of the vertical length of the brake bracket or accelerator bracket. It is provided with at least one set of tightening tools which have at least two claws at a position where the brake lever is sandwiched so as to sandwich the brake pedal or the accelerator pedal in the front-rear direction and which can be fixed from the driver side of the bracket. The portable driving assistance device for an automobile according to any one of claims 1 to 3. Both the brake bracket and accelerator bracket are the upper and lower surfaces of the brake pedal or accelerator pedal, and the back part of the brake pedal or the accelerator pedal, with the upper, lower surface and the corresponding claws on the back, both from the upper and lower directions, or both the left and right side surfaces. A pair of racks for tightening a rear portion thereof from the left and right by left and right claws corresponding to the left and right, and a pinion meshing with the pair of racks, or a tightening mechanism having an equivalent action; The portable driving assistance device for an automobile according to claim 1 or 2, wherein the drive shaft of the pinion is provided at a position where the pinion drive shaft can be tightened or loosened from the driver side of the brake bracket or accelerator bracket. The brake rod is provided with a claw provided with an adjustment mechanism capable of adjusting the longitudinal position of the brake rod, and the brake is operated by locking the claw to the tip of the driver's seat or the steering wheel in the brake operation state. 6. The portable driving assistance device for an automobile according to claim 1, wherein the state is maintained. 6. A lock mechanism using a ratchet mechanism that can be selectively activated and released at the time of a brake operation is provided at a position opposed to the brake rod between a brake rod and a connecting pipe of an accelerator link mechanism. The portable driving assistance device for automobiles described. A lock mechanism using a plunger that can be selectively activated and released at the time of braking is provided at a position opposite to the brake rod between the brake rod and the connecting pipe of the accelerator link mechanism, and the brake rod is attached to the connecting pipe by the operation. 6. A portable driving assistance device for an automobile according to claim 1, further comprising a mechanism for pushing in the brake increasing direction. 6. The portable driving assistance device for an automobile according to claim 1, further comprising a lock mechanism for selectively locking and releasing a lever coupled to the accelerator side link with respect to the bearing box during braking. 10. The portable driving assistance device for an automobile according to claim 9, wherein the lock mechanism for selectively locking and releasing the lever coupled to the accelerator side link with respect to the bearing box during braking is a mechanism using a rack. . The reciprocating motion of the accelerator operating lever is performed from the connecting pipe through the pin joint at the tip of the first lever on the first swing shaft of the bearing box, and the second lever from the output lever of the first swing element. 6. The portable driving assistance device for an automobile according to claim 1, wherein the driving lever is transmitted to the second swing element by a link connecting input levers of the swing elements. The first swinging shaft of the bearing box is provided coaxially with the swinging shaft for slidably fixing the brake rod, and the reciprocating motion of the connecting pipe is swung through the rack through the pinion swinging about the swinging shaft. 2. A non-slip belt connection that mechanically connects between an output pulley that is transmitted as movement and is fixed coaxially with the pinion and an input pulley fixed to the second swing shaft. The portable driving assistance device for an automobile according to claim 5. 6. The automobile driving assistance device according to claim 5, wherein the brake operation rod unit has predetermined restrictions on swing ranges in the upward, downward, leftward, and rightward directions.

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