JP2014024504A - Excess depression sensing system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an excess depression sensing system that is employed in a runaway prevention system and that reliably senses fact that an accelerator pedal has been depressed to exceed a normal turning range.SOLUTION: An excess depression sensing system includes: a turning projection 2 that is turned synchronously with a pedal lever 11 with a turning axis 111 of the pedal lever 11 as a center; a turning regulator 3 that, when the pedal lever 11 is turned to exceed a normal turning range, comes into contact with the turning projection 2 and interrupts turning of the turning projection 2; and an APS 4 that outputs an APS voltage representing a turning magnitude of the pedal lever 11.

Description

  The present invention relates to an excessive depression detection device that detects that a driver has depressed an accelerator pedal beyond a normal rotation range of a pedal lever.

  While the vehicle is running or stopped, it is known that there is a risk that the vehicle may run away if the driver mistakes the brake pedal and depresses the accelerator pedal beyond the normal turning range of the pedal lever. There are some accidents associated with the runaway. In recent years, various runaway prevention systems have been proposed (for example, Patent Documents 1 to 3). In such a runaway prevention system, it is important how to detect that the accelerator pedal is depressed beyond the normal rotation range of the pedal lever (excessive depression of the accelerator).

  The runaway prevention system (automobile control device) disclosed in Patent Literature 1 is provided with a “heel sensor” that detects and outputs the ground contact state of the driver's bag with respect to the accelerator pedal (Patent Literature 1 and Claims). 1). As a result, the heel sensor discriminates the normal accelerator operation in which the driver is grounding the heel and the operation when the brake is mistaken and the heel is lifted and the acele is depressed. It is detected that the accelerator pedal is depressed beyond the limit (Patent Document 1, [0011]).

  The runaway prevention system (automobile travel control device) disclosed in Patent Document 2 is an operation that is turned on when a pedal lever (accelerator pedal arm) is pressed against a resistance force generating mechanism and the accelerator pedal is depressed against the resistance force generating mechanism. A switch and a pedal lever switch that is turned on when the accelerator pedal is depressed are provided. As a result, it is detected that the accelerator pedal is depressed beyond the normal rotation range of the pedal lever by turning on the operation switch of the sudden depression against the resistance force of the resistance force generation mechanism and the pedal lever switch (Patent Literature). 2. Claim 1).

  The runaway prevention system (device runaway prevention mechanism) disclosed in Patent Document 3 is provided with a limiting member that is broken, deformed, or displaced by a stepping force (stepping force) that is equal to or greater than a set threshold, and destroys, deforms, or displaces the limiting member And a detection mechanism for detecting that the pedal lever is rotated (Patent Document 3 and Claim 2). As a result, when the accelerator pedal is operated by mistake, the detection mechanism detects that the accelerator pedal has been depressed beyond the normal rotation range of the pedal lever (Patent Document 3, [0011]). The detection mechanism is exemplified by a switch that is pressed by a pedal lever that is rotated by destroying, deforming, or displacing the limiting member (Patent Literature 3, [0016] to [0018]).

JP2004-169674 JP 2011-246000 JP 05-139183 A

  The runaway prevention system disclosed in Patent Literature 1 detects that the accelerator pedal is depressed beyond the normal rotation range of the pedal lever by determining whether or not the heel is grounded by a heel sensor. However, when the accelerator pedal is depressed beyond the normal rotation range of the pedal lever, the hook is not always grounded. From this, in the runaway prevention system disclosed in Patent Document 1, there remains a possibility that it cannot be detected that the accelerator pedal is depressed beyond the normal rotation range of the pedal lever. On the other hand, even if the pedal is not grounded, it may be detected that the accelerator pedal has been depressed beyond the normal turning range of the pedal lever.

  The runaway prevention system disclosed in Patent Document 2 or Patent Document 3 is an operation switch that rotates the accelerator pedal beyond the normal rotation range to indicate that the accelerator pedal has been depressed beyond the normal rotation range of the pedal lever. Press (or switch) to detect. This means that the operation switch works only when the accelerator pedal is depressed beyond the normal rotation range of the pedal lever. On the other hand, the operation switch does not operate normally, and there is no guarantee that the operation switch will operate reliably when the accelerator pedal is depressed beyond the normal rotation range of the pedal lever. It is also conceivable that the operation part of the pedal lever cannot be pressed correctly.

  Here, like a warning light installed in a factory etc., the operation switch is operated in the normal state, and when the accelerator pedal is depressed beyond the normal rotation range of the pedal lever, the operation switch is stopped or operated differently. A configuration in which the accelerator pedal is depressed beyond the normal rotation range of the pedal lever is considered. However, this causes unnecessary power consumption in the operation switch and does not solve the problem that the operation switch is not physically pressed correctly.

  In the runaway prevention system disclosed in Patent Document 2 or Patent Document 3, when the accelerator pedal is depressed beyond the normal rotation range set by the resistance generation mechanism or the limiting member, the driver accidentally depresses the accelerator pedal. This is superior to the runaway prevention system disclosed in Patent Document 1 using a heel sensor. However, the configuration for detecting that the accelerator pedal has been depressed beyond the normal rotation range by the operation of the operation switch has a problem in detection reliability due to the malfunction or malfunction of the operation switch. In view of this, an over-depression detection device used in a runaway prevention system was examined to reliably detect that the accelerator pedal was depressed beyond the normal turning range.

  What has been developed as a result of the study is an over-depression detection device that detects that the driver has depressed the accelerator pedal beyond the normal rotation range of the pedal lever, and the pedal is centered on the rotation axis of the pedal lever. A rotation protrusion that rotates in synchronization with the lever, and a rotation that contacts the rotation protrusion when the pedal lever rotates beyond the normal rotation range and obstructs the rotation of the rotation protrusion. This is an over-depression detecting device including a restricting portion and an APS (accelerator positioning sensor) that outputs an APS voltage representing the amount of rotation of the pedal lever.

  In the normal accelerator operation, the excessive depression detection device rotates the rotation protrusion beyond the rotation restriction portion by bringing the rotation protrusion portion that rotates in synchronization with the pedal lever into contact with the rotation restriction portion. In other words, the rotation range of the pedal lever is kept within the normal rotation range. However, when the driver depresses the accelerator pedal beyond the normal rotation range of the pedal lever, excessive pedaling force with respect to the normal accelerator operation displaces one or both of the rotating protrusions or rotation restricting parts that are in contact. The pedal lever is allowed to rotate beyond the normal rotation range by being deformed or damaged, and an excessive APS voltage higher than normal is output from the APS.

  As described above, the excessive depression detection device of the present invention detects that the APS outputs an excessive APS voltage higher than normal as the accelerator pedal is depressed beyond the normal rotation range. An ECU (engine control unit) that receives an excessive APS voltage determines that the accelerator pedal has been depressed beyond the normal rotation range, and sends an idling signal to the engine or a brake operation signal as a brake to prevent runaway. Or send it to the device. The ECU can comprehensively judge operation information such as travel speed and obstacles around the vehicle and excess APS voltage, and can send an idling signal to the engine and a brake activation signal to the brake actuator. .

  The excessive stepping detection device is a convex portion in which the rotation protrusion is provided so as to protrude from the front edge or front surface of the pedal lever in the circumferential direction around the rotation axis. An example of the configuration is a member that is positioned in front of the pedal lever in the turning direction when the pedal is depressed and that is plastically or elastically deformed in the approaching / separating direction of the turning protrusion. The rotation restricting portion includes (1) a U-shaped cross-section frame that is plastically deformed by the rotation of the pedal lever exceeding the normal rotation range, (2) a coil spring that is elastically deformed, (3 Examples thereof include leaf springs (including disc springs) that elastically deform, (4) rubber blocks that elastically deform, and the like.

  Further, the excessive depression detection device is a cam peripheral surface in which the rotation protrusion is provided on the front edge or front surface of the pedal lever so as to extend in the circumferential direction around the rotation axis, and the rotation restriction portion Can be mentioned as a sliding surface that is positioned forward in the direction of rotation of the pedal lever when the accelerator pedal is depressed, and the rotation protrusion moves while pressing. The sliding surface may be a flat surface or a ridge or a groove corresponding to the rotating track of the cam peripheral surface as long as the cam peripheral surface as a rotating protrusion is pressed.

  The excessive depression detection device of the present invention reliably detects that the APS outputs an excessive APS voltage higher than normal, as the accelerator pedal is depressed beyond the normal rotation range. The APS is always operating to output the APS voltage and there is no new power consumption for the present invention, i.e. no wasteful power consumption. The APS outputs a normal APS voltage just before the excessive APS voltage is output. This means that as long as the APS voltage is correctly output, there is no possibility that the excessive APS voltage is not output, and the detection is reliable. In addition, APS always outputs the APS voltage to the ECU, so it can output an excessive APS voltage to the ECU without providing a new signal line and send an idling signal from the ECU to the engine. The advantage of being able to send a brake activation signal to is obtained.

It is a side view of the accelerator pedal which provided the excessive depression detection device which is the convex part which the rotation projection part provided in the front of the pedal lever, and the rotation control part is a section U character frame which carries out plastic deformation. It is a top view of the accelerator pedal of this example. It is a side view of the accelerator pedal which rotated the pedal lever within the normal rotation range. It is a top view of the accelerator pedal which rotated the pedal lever within the normal rotation range. It is a side view of the accelerator pedal which turned the pedal lever beyond the normal turning range. It is a top view of the accelerator pedal which rotated the pedal lever beyond the normal rotation range. FIG. 6 is a relationship diagram of a pedal lever rotation amount, an APS voltage, and a pedaling force (accelerator pedal operation load). It is a side view of the other accelerator pedal which is a coil spring in which a rotation control part elastically deforms. It is a side view of the accelerator pedal of another example which is a disk spring which a rotation control part elastically deforms. It is a side view of the other accelerator pedal which is a rubber block in which a rotation control part elastically deforms. FIG. 6 is a side view of an accelerator pedal of another example provided with an excessive depression detection device in which a rotation protrusion is a cam peripheral surface provided on the front surface of the pedal lever, and a rotation restricting portion is a sliding surface. It is a side view of the other accelerator pedal which rotated the pedal lever beyond the normal rotation range.

  An embodiment for carrying out the present invention will be described with reference to the drawings. As shown in FIG. 1 and FIG. 2, for example, the excessive stepping detection device of the present invention is provided with a turning protrusion 2 provided on the front surface of the pedal lever 11 of the accelerator pedal 1 and the turning protrusion 2. The rotation restricting portion 3 is provided on the rear surface of the bracket 12 on which the pedal lever 11 is pivotally mounted, and the APS 4 is provided on the rotation shaft 111 of the pedal lever 11. Since many existing accelerator pedals 1 equipped with the APS 4 can be seen, the excessive protrusion detection device of the present invention can be configured by adding a rotation protrusion 2 and a rotation restricting portion 3 to the existing accelerator pedal 1. it can.

  The APS 4 outputs an APS voltage or an excess APS voltage corresponding to the rotation amount of the pedal lever 11 to the ECU 5. When an excessive APS voltage is input from the APS 4, the ECU 5 transmits a control signal for reducing or limiting the engine output, for example, an idling signal to the engine 6 and a brake operating signal to the brake operating device 7 (see FIG. 6 described later). . Although not shown, the ECU 5 may be configured to notify the driver or the following vehicle of emergency braking or the like when connecting various notification means and sending a brake operation signal to the brake operation device 7.

  The ECU 5 may determine transmission of an idling signal and a brake operation signal in accordance with whether various conditions are satisfied in addition to the input of the excessive APS voltage. For example, since sudden braking during high-speed traveling is dangerous, it is conceivable that the ECU 5 transmits a brake operation signal on the condition of stopping or low speed. In addition, the ECU 5 sends an accelerator opening signal (control signal) that reduces the output stepwise to the engine 6 on condition of the steering angle and shift position of the steering wheel, or generates an intermittent brake operation signal as a brake operation device. 7 may be considered.

  Examples of the notification means connected to the ECU 5 include an indicator and a buzzer mounted on a dashboard or an instrument panel, and a stop lamp provided at the rear of the vehicle. The indicator and the buzzer are lit or sounded to warn the driver of the fact that the output of the engine 6 has been reduced or the brake has been operated, and to alert the driver that the accelerator pedal 1 and the brake pedal were erroneously depressed. The lighting of the stop lamp warns the subsequent vehicle of the fact that the output of the engine 6 is reduced and the brake is operated, and alerts the possibility of a sudden stop.

  The APS 4 is a sensor that outputs the amount of rotation of the pedal lever 11 to the ECU 5 as the level of the APS voltage. Specific detection means include a non-contact type using a Hall element and a contact type including a detection lever that swings in contact with the pedal lever 11. The outer shape and the mounting position of the APS 4 differ depending on the detection means, but the present invention does not matter the detection means of the APS 4 that can be used. For this reason, the APS 4 of this example is illustrated as a module attached to the bracket 12 on the right end side of the rotating shaft 11 without specifying a specific detection means.

  The accelerator pedal 1 of this example is configured by attaching a pedal lever 11 having a pedal pad 112 attached to the lower end thereof to a bracket 12 fixed to a dash panel (not shown) by a rotating shaft 111. In addition, the actual accelerator pedal 1 is provided with a return spring for returning the pedal lever 11 to the initial position and a hysteresis mechanism for changing the pedaling force (accelerator pedal operation load) according to the amount of rotation of the pedal lever 11. However, the accelerator pedal 1 of this example is naturally provided with the return spring and the hysteresis mechanism, and is not shown in the drawings for convenience of explanation.

  The rotating protrusion 2 is a hemispherical convex portion 21 provided on the front surface of the pedal lever 11, and is moved forward by the rotating pedal lever 11 and pressed against the rotation restricting portion 3, as will be described later. The rotation restricting portion 3 is plastically deformed or elastically deformed. Thus, since it is necessary to press the rotation restricting portion 3 to be plastically deformed or elastically deformed, the convex portion 21 that is the rotating projection portion 2 needs to be made of a material (metal or the like) having rigidity. However, the outer shape and size are free and may be, for example, cylindrical. Moreover, the convex part 21 which is the rotation protrusion part 2 may be separate from the pedal lever 11 or may be integrated.

  The rotation restricting portion 3 does not interfere with the movement of the convex portion 21 which is the rotation protrusion 2 in the normal rotation range of the pedal lever 11, and the pedal lever 11 tries to rotate beyond the normal rotation range. At this time, it is a member that is pressed by the convex portion 21 and undergoes plastic deformation or elastic deformation. Thus, since it is necessary to be plastically deformed or elastically deformed by being pressed by the convex part 21 which is the rotational projection part 2, the rotation restricting part 3 is made of a plastically deformable or elastically deformed material (metal, resin, rubber or the like). It is necessary to have a structure (such as a frame, a spring, or a leaf spring) that is configured or plastically deformed or elastically deformed, but the outer shape and size are free.

  The rotation restricting portion 3 of this example is a U-shaped cross section (channel structure frame) 31 made of a metal plate in which flanges 312 protrude in the same direction from both side edges of a flat web 311, and the flange 312 edges on both sides Is fixed to the bracket 12, and when the pedal lever 11 rotates beyond the normal rotation range, it is pressed by the convex portion 21 to plastically deform the web 311 into a cross-sectional shape. The web 311 and the flange 312 do not have to be integrated, and the thickness of the web 311 may be adjusted to adjust the difficulty of plastic deformation, and the web 311 may be constructed on a rigid flange 312.

  As shown in FIGS. 3 and 4, the accelerator pedal 1 of the present example has a U-shaped cross-sectional frame 31 in which the convex portion 21 that is the rotation projection portion 2 is the rotation restriction portion 3 in normal pedal operation. The pedal lever 11 is rotated within a normal rotation range in contact with the web 311. In normal pedal operation, the driver is only required to push the pedal lever 11 against the load of the return spring or the hysteresis mechanism (see the black arrow in FIG. 3), and the web 311 is plastically deformed by the pedal force F. If the strength that cannot be achieved is provided, the pedal lever 11 rotates only until the convex portion 21 abuts against the web 311 of the U-shaped frame 31 in cross section.

  The excessive stepping detection device in the normal rotation range outputs only a normal APS voltage from the APS 4. From now on, the ECU 5 only transmits an accelerator opening signal corresponding to the amount of rotation of the pedal lever 11 represented by the APS voltage to the engine 6 (solid arrow in FIG. 4), and sends the brake operation signal to the brake operation device 7. Not transmitted (broken line arrow in FIG. 4). As described above, this is the same even when the ECU 5 operates in consideration of other conditions. As long as the pedal lever 11 is in the normal rotation range, only the accelerator opening signal is transmitted to the engine 6 and the brake is applied. The operation signal is not transmitted to the brake actuator 7.

  When the driver makes a mistake with the brake pedal and depresses the accelerator pedal 1 beyond the normal rotation range of the pedal lever 11, the convex portion 21 as the rotation protrusion 2 rotates as shown in FIG. 5 or FIG. The web 311 of the U-shaped cross section 31 that is the restricting portion 3 is plastically deformed, and the pedal lever 11 is rotated beyond the normal rotation range. At this time, since the pedal lever 11 is pushed with a pedaling force F + larger than the normal pedaling force F (see a black arrow in FIG. 5), after the convex portion 21 comes into contact with the web 311 of the U-shaped frame 31 in cross section. Further, the web 311 is plastically deformed and continues to rotate, and enters the excessive stepping range (see FIG. 7 described later). The excessive stepping detection device of this example can be reconstructed by replacing the U-shaped cross section 31 which is the plastically deformed rotation restricting portion 3.

  The excessive depression detection device in the excessive depression range outputs an excessive APS voltage from the APS 4. Then, the transmission of the accelerator opening signal is canceled, the idling signal is transmitted to the engine 6 (solid line arrow in FIG. 6), the engine output is minimized, and the brake operation signal is transmitted to the brake operation device 7 (FIG. 6). Solid solid arrow). As described above, when the ECU 5 is operated in consideration of other conditions, an accelerator opening signal (control signal) for reducing the output stepwise is transmitted to the engine, or an intermittent brake operation signal is transmitted. Or transmitted to the brake actuator.

  In the excessive excess stepping detection device of this example, as shown in FIG. 7, the rotation amount of the pedal lever 11 and the APS voltage are in a fixed proportional relationship, and the APS voltage that increases with the rotation amount of the pedal lever 11 is Output from APS4. From this, the excessive APS voltage is only a voltage slightly higher than the normal APS voltage continuously to the normal APS voltage. On the other hand, the amount of rotation of the pedal lever 11 and the pedal effort (accelerator pedal operation load) are proportional to each other in two stages with different increments when the rotation of the pedal lever 11 exceeds the normal rotation range. Therefore, the increment increases rapidly from the pedaling force F in the normal rotation range, and becomes a pedaling force +. Since the pedaling force F + requires a force that plastically deforms the U-shaped cross section 31 that is the rotation restricting portion 3 in addition to a counter force such as a return spring, the amount of increase increases rapidly.

  From now on, instead of outputting an idling signal and a brake actuation signal from the ECU 5 only by detecting an excessive APS voltage, if the detection of the pedaling force F + is used together, the driver will It is possible to reliably determine that a mistake has been made and the accelerator pedal has been depressed beyond the normal rotation range of the pedal lever 11. The pedaling force F and the pedaling force F + can be detected directly from an operation load applied to the pedal lever 11 or indirectly from a load applied to the return spring or the hysteresis mechanism using various conventionally known detection means.

  The excessive stepping detection device of the present invention can be configured by combining the rotation restricting portion 3 having a different structure from the above example with respect to the convex portion 21 which is the rotation protrusion portion 2. For example, as shown in FIG. 8, another example of the rotation restricting portion in which one end of a plurality of coil springs 32 is connected orthogonally to a flat pressing plate 321 and the other end of the coil spring 32 is fixed to the bracket 12. There are three. The pressing plate 321 disperses the treading force F + received from the convex portion 21 which is the rotation projection portion 2 of the circular arc track, and compresses the plurality of coil springs 32 equally. The plurality of coil springs 32 require a large pedaling force F + in proportion to the number. One coil spring 32 may be provided. Instead of the coil spring 32, as shown in FIG. 9, the rotation restricting portion 3 that supports the pressing plate 331 with a leaf spring (disc spring) 33 may be used.

  Further, as shown in FIG. 10, another example of the rotation restricting portion 3 configured by a rectangular rubber block 34 that is elastically deformed as a whole can be illustrated. The rubber block 34 does not need to consider the compression direction like the coil spring 32 (see FIG. 8), and is necessary for elastic deformation even if the rotational trajectory of the convex portion 21 which is the rotational projection portion 2 is slightly changed. There is an advantage that the pedaling force F + is difficult to increase or decrease. Further, the rotation restricting portion 3 constituted by the coil spring 32, the leaf spring 33 (see FIG. 9) or the rubber block is only elastically deformed and thus restored. From this, another example of the excessive stepping detection device can be used repeatedly without exchanging the elastically deformed rotation restricting portion 3.

  The excessive stepping detection device of the present invention can be configured by combining the rotation protrusion 2 and the rotation restricting portion 3 having different structures from the above examples. Specifically, as shown in FIG. 11, the cam peripheral surface 22 provided on the front surface of the pedal lever 11 is used as the rotation protrusion 2, and the sliding surface 35 which is a flat surface of the block fixed to the bracket 12 is provided. The combination which makes the rotation control part 3 can be illustrated. Since the cam peripheral surface 22 and the sliding surface 35 need to be in pressure contact with each other, either or both may be slightly plastically deformed or elastically deformed, or either or both may be slightly displaced. It is preferable to provide allowance for the pedal lever 11 and allowance for deformation of the bracket 12.

  The cam peripheral surface 22 which is the rotation protrusion 2 is provided as an outer peripheral surface of a portion bulging radially outward from the broken line in FIG. 11 so as to extend in the circumferential direction about the rotation shaft 111. The cam peripheral surface 22 of the present example has a circular outer shape centering on the rotation shaft 111 as a whole with the outer shape of the head 113 of the pedal lever 11 pivotally attached to the rotation shaft 111, and the normal rotation range of the pedal lever 11 The circular outer shape at a position that does not come into contact with the rotation restricting portion 3 bulges outward in the radial direction and is formed integrally with the pedal lever 11. In addition, for example, a block in which the cam peripheral surface 22 is formed may be fixed to the head 113 of the pedal lever 11.

  The sliding surface 35 that is the rotation restricting portion 3 does not come into contact with the cam circumferential surface 22 that is the rotation protrusion 2 in the normal rotation range of the pedal lever 11, and the pedal lever 11 has a normal rotation range. This is the flat surface of the flat block 351 against which the cam peripheral surface 22 is pressed when trying to rotate beyond. In order to press the cam peripheral surface 22 against the sliding surface 35, the flat block 351 is made of metal, resin, or rubber that hardly undergoes plastic deformation or elastic deformation. Further, since it is desirable that the frictional force between the cam peripheral surface 22 and the sliding surface 35 is large, one or both of the cam peripheral surface 22 and the sliding surface 35 may be roughened.

  The sliding surface 35 in this example is in sliding contact with the head 113 of the pedal lever 11 having a circular outer shape in the normal rotation range of the pedal lever 11, and has a function of assisting stable rotation of the pedal lever 11. . Also, since the head 113 of the pedal lever 11 is in sliding contact with the sliding surface 35 in the normal rotation range of the pedal lever 11, when the pedal lever 11 tries to rotate beyond the normal rotation range, The cam peripheral surface 22 is reliably pressed against the sliding surface 35. Furthermore, if the inclined surface is restricted at the start end of the cam peripheral surface 22, the cam peripheral surface 22 can smoothly ride on the sliding surface 35 and be easily pressed.

  The accelerator pedal equipped with an excessive depression detection device that combines the cam peripheral surface 22 and the sliding surface 35 is mistaken for a brake pedal, and when the pedal is depressed beyond the normal rotation range of the pedal lever 11, it is shown in FIG. As can be seen, while the cam peripheral surface 22 presses against the sliding surface 35, the pedal lever 11 tries to rotate beyond the normal rotation range. At this time, since the pedal lever 11 is pushed with a pedaling force F + larger than the normal pedaling force F (see the black arrow in FIG. 12), the cam circumferential surface 22 comes into contact with the sliding surface 35 and then the cam circumferential surface. 22 continues to rotate while increasing the frictional force with the sliding surface 35, and enters the excessive stepping range (see FIG. 7), thereby causing the APS 4 to output an excessive APS voltage.

1 Accelerator pedal
11 Pedal lever
111 Rotating axis
12 Bracket 2 Rotating protrusion
21 Convex
22 Cam peripheral surface 3 Rotation restriction part
31 U-shaped frame
32 Coil spring
33 leaf spring
34 Rubber block
35 Sliding surface
351 Flat block 4 APS (acceleration positioning sensor)
5 ECU (Engine Control Unit)
6 Engine 7 Brake actuator

Claims (3)

An excessive depression detection device that detects that the driver has depressed the accelerator pedal beyond the normal rotation range of the pedal lever,
A rotation protrusion that rotates in synchronization with the pedal lever around the rotation axis of the pedal lever;
A rotation restricting portion that contacts the rotation protrusion when the pedal lever rotates beyond the normal rotation range, and obstructs the rotation of the rotation protrusion;
An over-step detection device composed of an APS that outputs an APS voltage that represents the amount of rotation of the pedal lever. The rotation protrusion is a protrusion provided to protrude from the front edge or front surface of the pedal lever in the circumferential direction around the rotation axis,
The excessive depression detection device according to claim 1, wherein the rotation restricting portion is a member that is positioned in front of a rotation direction of the pedal lever when the accelerator pedal is depressed and is plastically deformed or elastically deformed in a direction in which the rotation protrusion approaches and separates. The rotation protrusion is a cam peripheral surface provided on the front edge or front surface of the pedal lever so as to extend in the circumferential direction around the rotation axis.
2. The excessive depression detection device according to claim 1, wherein the rotation restricting portion is a sliding surface that is located in front of the pedal lever in the rotation direction when the accelerator pedal is depressed and moves while the rotation protrusion is pressed.

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