JP2022138811A - Accelerator pedal wrong operation eliminating mechanism - Google Patents

Abstract

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

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an accelerator pedal erroneous operation canceling mechanism that can prevent a vehicle from running out of control by canceling the accelerator operation and further operating the brake when the accelerator pedal is mistaken for the brake pedal and is depressed excessively.

When driving a car, if the driver depresses the accelerator pedal to accelerate the car and takes his or her foot off the accelerator pedal, for example, if the car in front suddenly decelerates, the brake pedal should be pressed all the way to prevent a rear-end collision. I need to stop the car. However, if the accelerator pedal is depressed all the way by mistake at this time, the car will not only decelerate or stop, but rather accelerate rapidly and run out of control, leading to a rear-end collision. In addition, when starting the vehicle, the driver may mistake the brake pedal for the accelerator pedal, and the vehicle may start suddenly and collide with a vehicle ahead, a wall, or a building.

In order to solve these problems, conventionally, various post-installation accelerator pedal erroneous operation eliminating devices have been proposed for already completed vehicles. For example, in the invention of Patent Document 1 (hereinafter, description will be made using the reference numerals in Patent Document 1), the transmission member 20 (stopper rod locked by the lock lever 41) is placed between the accelerator arm 40 and the brake arm 10. 70 and an arm mechanism 47 connecting the throttle valve wire W). Swinging of the transmission member 20 is prohibited. However, when the accelerator arm (accelerator pedal) 40 is excessively stepped on beyond the normal angle range, the interlocking mechanism causes the lock lever 41 to swing to unlock the stopper rod 70, so that the swinging member 20 is free. As a result, the brake arm 10 is pressed to operate the brake, and the arm mechanism 47 is disengaged from the engagement arm 56 and becomes free to allow the return movement of the throttle valve wire W. to cancel the accelerator operation and prevent runaway.

In addition, the present applicant has disclosed in Japanese Patent Application No. 2020-138603 (hereinafter described using reference numerals in Patent Document 2), accelerator arm operating members 29 and 3 having an accelerator pedal 3a, an accelerator actuator (throttle Accelerator actuator actuation arm 22 connected to valve 46, and accelerator release members 24, 26, 28 provided between accelerator arm actuation members 29, 3 and accelerator actuator actuation arm 22. Accelerator release members 24 , 26 , 28 are rotatably attached to a pawl lever support rotation block 24 and to the pawl lever support rotation block 24 and first engage the accelerator actuator actuation arm 22 . a claw lever 26 that enables the accelerator operation, and a claw lever that is rotatably attached to the accelerator arm rotating members 29 and 3 and secondly engages with the claw lever 26 to enable the accelerator operation. and a locking block 28 . When the depression angle of the accelerator pedal 3a is within the normal range, the accelerator operation canceling members 24, 26, and 28 rotate integrally on the basis of the first engagement to enable the accelerator operation. When the depression angle of the pedal 3a exceeds the normal range, the second engagement is released and the claw lever 26 rotates in the disengagement direction, thereby operating the accelerator actuator 46 via the accelerator actuator operating arm 22. I was trying to cancel the accelerator operation by returning and moving.

Japanese Patent No. 6501333 Japanese Patent Application No. 2020-138603

However, according to the technique of Patent Document 1, the transmission member 20 is attached with many members other than the accelerator arm 40, such as the lock lever 41, the stopper rod 70, the arm mechanism 47, and the interlocking mechanism. It is attached to the brake arm 10 . As a result, the weight of the brake arm 10 is considerably greater than the weight originally assumed by the vehicle manufacturer, and the operating load increases, which may cause a safety problem. In addition, the stopper rod 70 extends longitudinally, and the transmission member 20 has approximately the same size as the brake arm 10. Therefore, the size of the device is increased, and it is difficult to secure the installation space for the device, which limits the types of vehicles on which it can be installed.

Further, according to the technique of Patent Document 2, the accelerator operation canceling members 24, 26, and 28 require the pawl lever support rotation block 24 and the pawl lever locking block 28 in addition to the pawl lever 26, so that there are many components. There is a problem that the configuration becomes complicated.

An object of the present invention is to prevent the vehicle from running out of control by canceling the accelerator operation and actuating the brake when the accelerator pedal is mistaken for the brake pedal and the brake pedal is depressed excessively. To provide an accelerator pedal erroneous operation elimination mechanism which does not apply an excessive load to a brake operation and can be downsized without requiring a large-sized member such as a rocking member by mounting it on a vehicle body.

A first configuration of the present invention for achieving the above object has a frame (2) attached and fixed to a vehicle body, an accelerator pedal (3a), and a spring (17) in a return direction to the frame (2). Accelerator arm operating members (3, 6) urged and rotatably attached, and a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2). ) and a pawl portion which is rotatably attached to the accelerator arm operating member (3, 6) and can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19). a pawl lever (13) having (13a);
When the accelerator pedal (3a) is depressed within the normal angle range, the engagement of the claw lever (13) and the first interlocking member (14) causes the accelerator pedal (3a) to move through the first interlocking member (14). The actuator (16) is operated to accelerate the vehicle, and when the accelerator pedal (3a) is stepped on excessively beyond the normal range, the claw lever (13) and the first interlocking member (14) are disengaged. By releasing the engagement, the first interlocking member (14) is allowed to rotate and return in the direction of releasing the accelerator operation, and the accelerator actuator (16) is returned to operation to release the accelerator operation. This is a mechanism for eliminating erroneous operation of the accelerator pedal.

A second form of the present invention has a frame (2) attached and fixed to a vehicle body and an accelerator pedal (3a), and is rotatable by being biased by a spring (17) in a return direction to the frame (2). a first interlocking member (14) connected to the accelerator actuator (16) and rotatably attached to the frame (2); and the accelerator arm actuating member (3, 6). A claw lever which is rotatably attached to the members (3, 6) and has a claw portion (13a) which can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19). (13), and a brake arm pressing member (10) interlockingly connected to the accelerator arm operating members (3, 6) and attached to and separated from the existing brake arm (28) so as to be contactable and detachable. ,
When the accelerator pedal (3a) is depressed within the normal angle range, the engagement of the claw lever (13) and the first interlocking member (14) causes the accelerator pedal (3a) to move through the first interlocking member (14). The actuator (16) is operated to accelerate the vehicle, and when the accelerator pedal (3a) is stepped on excessively beyond the normal range, the claw lever (13) and the first interlocking member (14) are disengaged. By releasing the engagement, the first interlocking member (14) is allowed to rotate and return in the direction of canceling the accelerator operation, and the accelerator actuator (16) is returned to operation to release the accelerator operation. , the brake arm pressing member (10) abuts on the existing brake arm (28) and presses and moves it to operate the brake.

According to a third aspect of the present invention, a claw lever disengagement cam block (27) is attached and fixed to the frame (2), and when the accelerator pedal (3a) is excessively depressed beyond the normal range, the When the pawl lever (13) is rotated together with the accelerator arm operating member (3, 6), the pawl lever (13) contacts the pawl lever disengagement cam block (27) and the spring (19) is released. ), the engagement between the claw portion (13a) of the claw lever (13) and the engagement portion (14a) of the first interlocking member (14) is released. This is a mechanism for eliminating erroneous operation of the accelerator pedal.

In a fourth aspect of the present invention, the vehicle body is provided with an existing accelerator arm (32),
The accelerator actuator (16) is an existing accelerator arm pressing member (16) rotatably attached to the frame (2) by being spring-biased in a return direction. The existing accelerator arm pressing member (16) has a pressing portion (16c) that can be pressed in the stepping direction.

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

In a sixth form of the present invention, the frame (2) is provided with a sensing spring (26) for sensing the rotation of the first interlocking member (14), and the accelerator pedal (3a) is in the normal range. when stepped on to the limit position, the spring pressing portion (14f) of the first interlocking member (14) directly or indirectly abuts the sensing spring (26) to deform the sensing spring (26). The repulsive force based on the above gives the driver a feeling of the limit position of the normal range.

In a seventh form of the present invention, an interlocking cam plate (8) interlocking with the brake arm pressing member (10) is rotatably attached to the frame (2), and the accelerator arm operating members (3, 6) are has a first cam portion (6a), and said interlocking cam plate (8) has a second cam portion (8a),
When the accelerator arm actuating member (3, 6) is depressed excessively, the interlocking cam plate (8) moves in the forward direction of the vehicle body based on the engagement of the first and second cam portions (6a, 8a). As a result, the brake arm pressing member (10) moves forward to push the existing brake arm (28) in the same direction for braking.

An eighth form of the present invention is an accelerator arm (101) used in the accelerator pedal erroneous operation elimination mechanism according to any one of the first to seventh forms, comprising: an accelerator pedal (102); and a plate spring member (104, 105) connecting the accelerator pedal (102) and the mounting bracket (103).

In the ninth form of the present invention, at least one pair of leaf spring members (104, 105) are provided, and one leaf spring member (104) is attached and fixed to the accelerator pedal (102) and the mounting bracket (103). , and the remaining leaf spring member (105) is attached and fixed to one of the accelerator pedal (102) and the mounting bracket (103) and is attached to the other so as to be relatively slidable.

According to the accelerator pedal erroneous operation canceling mechanism of the present invention, when the accelerator pedal is mistaken for the brake pedal and the accelerator pedal is depressed excessively, the accelerator operation can be canceled to prevent the vehicle from running out of control. By reducing the number of parts by substantially using only the pawl lever as the member for releasing the accelerator operation at this time, the configuration can be simplified and the reliability of the operation can be improved.

A mechanism using the first embodiment of the accelerator arm (that is, using the plate spring members 104 and 105 of FIG. 11) in the operation standby state (before stepping on the accelerator pedal) of the first embodiment of the accelerator pedal malfunction eliminating mechanism of the present invention. is an upper right assembled perspective view of the . Fig. 11 is an upper right assembly perspective view of a mechanism using a second embodiment of the accelerator arm (that is, without using a leaf spring member); 1C is an upper left assembly perspective view of a malfunction elimination mechanism using the second embodiment of the accelerator arm of FIG. 1B; FIG. It is a front view same as the above. Fig. 3 is an exploded perspective view of a main part of the same; It is a left side view before stepping on an accelerator pedal same as the above. It is a left side view of the same before the accelerator pedal is stepped on, but with the brake actuation sliding bar 10 removed. It is a right side view same as the above. Although it is a right side view of the same, it is a view in which the existing accelerator arm unit 31 and the existing accelerator arm 32 are removed. FIG. 4 is a view with the brake actuation slide bar removed; Fig. 3 is a left side view of the same as the above, in a state where the accelerator pedal is stepped on in the normal angle range; It is a right side view same as the above. Although it is a right side view of the same, it is a view in which the existing accelerator arm unit 31 and the existing accelerator arm 32 are removed. Fig. 11 is a left side view of the same as the above, in a state in which the accelerator pedal is excessively depressed beyond the normal angle range; It is a right side view same as the above. Although it is a right side view of the same, it is a view in which the existing accelerator arm unit 31 and the existing accelerator arm 32 are removed. FIG. 4 is a left side view of the first embodiment of the accelerator arm of the mechanism before the accelerator pedal is stepped on; It is a front view same as the above. It is an exploded perspective view same as the above. It is a left view after stepping on an accelerator pedal same as the above. It is a figure corresponding to FIG. 34 of the said patent document 2. FIG.

FIG. 1A shows the case where the first embodiment of the accelerator arm (that is, using the plate spring of FIG. 11) is used, and FIG. ) is used, and FIG. 2 and 3 are respectively an upper left assembly perspective view and a front view of the malfunction eliminating mechanism using the second embodiment of the accelerator arm of FIG. 1B (that is, not using a leaf spring), and FIG. is an exploded perspective view thereof, and FIGS. 5A, 5B and 6A, 6B are respectively a left side view and a right side view of the main part before stepping on the accelerator pedal. In the following description, first, the malfunction elimination mechanism when using the second embodiment of the accelerator arm of FIG. (using leaf spring members 104 and 105 in FIG. 11) will be described in FIG. 11 and subsequent figures.

In each figure, reference numeral 1 denotes an accelerator pedal erroneous operation canceling mechanism, which, as shown in FIG. This accelerator pedal malfunction eliminating mechanism 1 can be retrofitted to a completed vehicle. The plate 6 is manufactured in a unique shape to be pivotally supported on the main frame 2Y by the fulcrum pin 7. In other words, the accelerator arm 3 is not originally installed in the vehicle. circulate. Although 28 is a brake arm, it is already installed in the vehicle from the beginning according to the vehicle type, and is not included in the mechanism 1. An existing accelerator unit 31 and an existing accelerator arm 32, which will be described later, are already installed in the vehicle from the beginning and are not included in the mechanism 1.

The frame unit 2 is constructed by assembling a main frame 2Y and a cover frame 2Z to a frame plate 2X with bolts.

The accelerator arm 3 has an accelerator pedal 3a, and a first cam plate 6 (having a first cam portion 6a and a pivot hole 6b for a claw lever 13, which will be described later; FIG. They are attached and fixed to form accelerator arm rotating members 3 and 6 . The first cam plate 6 is rotatably supported by a fulcrum pin 7 with respect to the main frame 2Y, and is rotated in the direction of arrow B by a spring 17 stretched between the main frame 2Y and the first cam plate 6. (dynamic return direction). The accelerator arm 3 and the first cam plate 6 are configured such that the pair of bolts 20 pass through the pair of holes 6c of the first cam plate 6 and the circular hole 3b and the long hole 3c (Fig. 4) of the accelerator arm 3. Fixed. Therefore, by moving and adjusting the position of one bolt 20 in the elongated hole 3c, it is possible to adjust the mounting angle of the accelerator arm 3 with respect to the first cam plate 6. The angle of the accelerator arm 3 in order to apply the accelerator pedal 3a to the floor surface 110 of the vehicle body at an appropriate timing and adjust the braking force when canceling the accelerator operation and actuating the brake when the accelerator pedal is depressed excessively by mistake. It is adjustable. Although the accelerator arm 3 and the first cam plate 6 are separate members as described above, they may be formed as an integral member from the beginning.

The accelerator acceleration/cancellation mechanism 4 is generally composed of a claw lever 13 and a substantially V-shaped rotating body 14 (a V-shaped rotating body body 14X, a rotating bar 14Y, and a spring pressing piece 14Z) as a first interlocking member. ), a connecting rod 15 as a second interlocking member, and a pressing link 16 that presses the existing accelerator arm 31 . The claw lever 13 is pivotally supported on the first cam plate 6 around a pin 13b inserted into the cam plate pivot hole 6b while being biased to rotate in the direction of arrow B by a spring 19. As shown in FIG. Further, the V-shaped rotating body main body 14X has an engaging portion 14a (FIG. 4). The rotating bar 14Y is attached and fixed to the V-shaped rotating body 14X by inserting the bolt 23 through the hole 14e of the rotating bar 14Y and the mounting hole 14c of the V-shaped rotating body 14X. The spring pressing piece 14Z has a spring pressing plate portion 14f and is attached and fixed to the V-shaped rotating body main body 14X with a bolt 14g through an attachment hole 14d. The V-shaped rotating body 14 is rotatably supported on the main frame 2Y around a fulcrum pin 7 inserted through a pivot hole 14b. This V-shaped rotating body 14 is urged to rotate in the direction of arrow B by a spring built into the existing accelerator unit 31 as will be described later, and in the initial position it hits a stopper plate 2c (FIG. 4) attached and fixed to the main frame 2Y. in contact with

In FIG. 4, 2d is a spring support frame fixed to the main frame 2Y with bolts 24, and a coil spring is attached to the portion between the lower end head of a pin 25 attached to the spring support plate portion 2e so as to be able to move up and down and the support plate portion 2e. 26 is fitted by urging the pin 25 downward. As will be described later, the spring pressing plate portion 14f of the spring pressing piece 14Z of the V-shaped rotating body 14 can come into contact with the lower head portion of the pin 25. As shown in FIG. A claw lever disengagement cam block 27 is fixed to the main frame 2Y with a bolt 27a at a position below the claw lever 13 in the direction of the arrow C. As shown in FIG.

Next, the connecting rod 15 as a second interlocking member has a pair of rod end bearings 15b attached to both ends of the rod portion 15a with a nut 15c interposed therebetween. is. A bolt 15d is rotatably inserted through the bearing portion 15b1 of each rod end bearing 15b. 16 is inserted through the upper end hole 16a. Thus, the V-shaped rotating body 14 (first interlocking member), the connecting rod 15 (second interlocking member) and the pressing link 16 can rotate interlockingly with the pair of bolts 15d as fulcrums.

The pressing link 16 is a substantially L-shaped plate, and a bolt 16d inserted through a sleeve-shaped pressing bar 16c is fixed to a lower end hole 16b. (FIG. 4) This pressing link 16 is rotatably supported by a pin 2b provided in the frame plate 2X through a central hole 16e.

The brake actuation mechanism 5 generally consists of a second cam plate 8 and a brake actuation sliding bar 10 . The second cam plate 8 has a second cam portion 8a (FIG. 4) and is moved in the direction of arrow A by a spring 18 around a fulcrum pin 9 attached to the main frame 2Y by passing through a lower end hole 8b. It is pivotally biased to rotate. At this time, the cam portions 6a and 8a of the first and second cam plates 6 and 8 face each other so as to be engaged with each other.

The brake operation sliding bar 10 is obtained by assembling a first sliding bar 10X and a second sliding bar 10Y (FIG. 4). It has a part 10b. Similarly, the second sliding bar 10Y has an elongated hole 10c extending in the longitudinal direction and a brake arm pressing bar 10d. It is attached to 10b1 and attached and fixed to the first sliding bar 10X. At this time, it is possible to adjust the relative position of the second sliding bar 10Y in the longitudinal direction with respect to the first sliding bar 10X by the function of the long hole 10c by loosening and tightening the bolt 11 again. The timing at which the bar 10d comes into contact with the brake arm 28 to apply the brake can be adjusted.

In addition, the long hole 10a of the first sliding bar 10X of the brake operation sliding bar 10 is engaged with the pin 2a (FIG. 4) of the main frame 2Y and is inserted through the hole 10e of the first sliding bar 10X. The fulcrum pin 12 is pivotally supported in the upper end hole 8c of the second cam plate 8. As shown in FIG. As a result, when the accelerator arm 3 is reciprocatingly rotated in the directions of arrows A and B, the cam portions 6a and 8a of the first cam plate 6 and the second cam plate 8 are engaged with each other to provide a braking force. The operation slide bar 10 can reciprocate in the directions of arrows C and D by engagement guide of the long hole 10a and the pin 2a.

In FIG. 4, reference numeral 28 denotes a brake arm already installed in the vehicle, which has a brake pedal 28a and a predetermined portion of which faces the pressing bar 10d of the brake operation slide bar 10 with a gap therebetween.

Reference numeral 31 denotes an existing accelerator unit in the vehicle, which has an existing accelerator arm 32 . The existing accelerator arm 32 is always urged to rotate in the direction of arrow B by a spring means (not shown) incorporated in the unit 31, and the abutment portion 32a of the existing accelerator arm 32 is urged to abut against the pressing bar 16c of the pressing link 16. ing. (FIG. 6) Incidentally, the existing accelerator arm 32 has its existing accelerator pedal portion 32b removed by cutting. (FIGS. 1B to 3) Further, the initial position in the rotational direction where the pressing bar 16c of the pressing link 16 abuts against the contact portion 32a can be appropriately adjusted by adjusting the length of the connecting rod 15 with the nut 15c. is.

The existing accelerator unit 31 is originally attached to the vehicle body as an existing component, but after removing the unit 31 from the vehicle body, the frame plate 2X of the mechanism 1 is attached and fixed to the vehicle body. Thereafter, the unit 31 is reattached to the frame plate 2X by inserting the bolts 2f of the frame plate 2X into the attachment holes 31a thereof and tightening them with nuts 33. As shown in FIG. (Fig. 4)

Next, the operation of the first embodiment of the accelerator pedal malfunction eliminating mechanism of the present invention will be described.
First, in the driving standby state in which the vehicle is stopped, the contact portion 32a of the existing accelerator arm 32 biases against the pressure bar 16c of the pressure link 16 in the accelerator acceleration/cancellation mechanism 4 as shown in FIG. in contact with As a result, the pressing link 16 is also urged to rotate in the direction of arrow B, thereby urging the V-shaped rotating body 14 in the same direction via the connecting rod 15 and the rotating bar 14Y. Therefore, the V-shaped rotating body 14 is in the initial position where the engaging portion 14a is in urging contact with the stopper plate 2c attached to the main frame 2Y. At this time, the claw portion 13 a of the claw lever 13 is engaged with the engaging portion 14 a of the V-shaped rotating body 14 by the spring 19 .

5A, 5B and FIGS. 6A, 6B, the driver moves the accelerator arm rotating member (accelerator arm 3 and first cam plate 6) to the spring 17 and the existing accelerator unit. Assume that the vehicle is stepped in the direction of arrow A within the normal driving angle range against the built-in spring means 31 to reach the accelerator fully open position (FIGS. 7, 8A and 8B). Accordingly, the accelerator arm 3 rotates from the standby position 3a1 indicated by the two-dot chain line in FIGS. 7, 8A, and 8B to the accelerator fully open position 3a2 indicated by the solid line. During this time, the claw lever 13 (which is pivotally supported by the first cam plate 6) rotates in the arrow A direction together with the accelerator rotating members 3,6. Accordingly, the V-shaped rotating body 14 engaged with the claw lever 13 at the claw portion 13a and the engaging portion 14a rotates in the direction of the arrow A around the fulcrum pin 7 to reach the position shown in FIG. 8B. Accordingly, the pressing link 16 also rotates in the same direction via the rotating bar 14Y and the connecting rod 15 to reach the position shown in FIG. 8B. Push it to the position of 8A to achieve the maximum acceleration within the normal operating angle range.

Here, when the V-shaped rotating body 14 reaches the position shown in FIG. 8B, the spring pressing plate portion 14f of the spring pressing piece 14Z integrated with the V-shaped rotating body 14 is attached to the pin 25 supported by the spring support frame 2d. It abuts against the head portion of the lower end and attempts to displace it slightly upward, but receives the repulsive force of the spring 26 and stops. Note that reference numeral 110 in FIG. 5 and subsequent figures denotes the floor surface of the vehicle body.

Next, the driver depresses the accelerator pedal 3a excessively by mistaking it for the brake pedal 28a from the positions shown in FIGS. 10 kg or more) is rotated to the depressed position (FIGS. 9, 10A, and 10B). Then, when the V-shaped rotating body 14 rotates slightly further in the direction of arrow A from the position shown in FIGS. exerts a large force to contract the spring 26, so that the V-shaped pivot 14 pivots slightly in the direction of arrow A from the position of FIG. 8B. At this timing, the lower portion of the pawl lever 13 (which rotates around the fulcrum pin 7 integrally with the accelerator operating members 3 and 6) comes into contact with the pawl lever disengagement cam block 27, and the cam action of the pawl lever engages the spring 19. 10A), the engagement between the claw portion 13a of the claw lever 13 and the engagement portion 14a of the V-shaped rotating body 14 is released. be.

Then, the V-shaped rotating body 14 is constantly urged to rotate in the direction of arrow B by the spring force from the existing accelerator arm 32 via the connecting member of the rotating bar 14Y, the connecting rod 15, and the pressing link 16 which are integrated therewith. Therefore, when the engagement with the claw lever 13 is released, it is rapidly rotated in the same direction and returns to contact with the stopper plate 2c (see FIGS. 4 and 10A, 10B), and returns to this initial position ( 10 and 6). At the same time, the rotating bar 14Y, the connecting rod 15, and the pressing link 16 are also rotated back from the positions shown in FIGS. 7, 8A, and 8B to the initial positions shown in FIGS. 6A and 6B. The existing accelerator arm 32 also rotates in the direction of arrow B and returns to the initial value. (FIG. 10A) Thus, even though the accelerator arm 3 is erroneously and excessively depressed, the existing accelerator arm 32 is quickly restored to its rotational position, avoiding sudden acceleration of the vehicle and preventing an accident.

At the same time, as described above, when the driver excessively depresses the accelerator pedal 3a to excessively rotate the accelerator arm 3, the cam portions 6a and 8a of the first and second cam plates 6 and 8 are engaged. 7 to the position shown in FIG. 9 around the fulcrum pin 9 in the direction of arrow B by a predetermined angle. Therefore, the brake operation sliding bar 10 slides rapidly in the direction of arrow C by a predetermined distance guided by the long hole 10a and the pin 2a. Therefore, since the brake arm pressing bar 10d of the brake operation sliding bar 10 comes into contact with the brake arm 28 and presses it in the direction of arrow C (FIG. 9), the brake arm 28 rotates in the direction of arrow A and moves in the direction shown in FIG. 10A. From the upper position 28a1 to the lower position 28a2, the brakes are applied to stop the car. In this way, together with cancellation of sudden acceleration due to the rapid rotation return of the existing accelerator arm 31, sudden acceleration accidents of the vehicle can be reliably prevented.

After that, when the stepping force of the accelerator pedal 3a is released, the accelerator rotating members 3 and 6 are rotated by the spring 17 from the positions shown in FIGS. 9, 10A and 10B to the initial positions shown in FIGS. Because of the dynamic return, the second cam plate 8 also disengages from the cam engagement with the first cam plate 6 and is pivoted back to the initial position by the spring 18 . Therefore, as the second cam plate 8 returns, the brake operation sliding bar 10 also slides back in the direction of the arrow D and returns to the initial position (FIGS. 5A, 5B and FIGS. 6A, 6B), so that the brake arm 28 also rotates back to the initial position. At the same time, the pivot point 13b of the claw lever 13 is returned to its initial position as the accelerator arm 3 is returned to its original position. It returns to contact with the stopper plate 2c and returns to engagement with the engaging portion 14a of the V-shaped rotating body 14 at the initial position.

Next, FIGS. 11 to 14 are side and front views of the first embodiment of the accelerator arm applied to the malfunction elimination mechanism shown in FIG. 1A (that is, using leaf spring members 104 and 105 of FIG. 11). , an exploded perspective view, and a side view after operation, in which the integrated accelerator arm 3 and L-shaped arm 29 shown in FIG. It solves the problems of the case. To make this easier to understand, FIG. 34 of US Pat. No. 6,200,000 is reproduced as FIG. 15 of the present application, and members corresponding to those in FIG. 34 of US Pat. (For example, reference numeral 29 in FIG. 34 of Patent Document 2 becomes reference numeral 29x in FIG. 15 of the present application.) According to this, as shown in FIG. When the arm 29x rotates in the depression direction (the direction of the arrow A in the figure) within the normal angle range, it abuts against the stopper portion 201ex of the switch 201x and stops, preventing further rotation, thereby canceling the accelerator operation. And braking operation is not performed. (When the enable/disable changeover switch 201x is on, there is no stopper portion 201ex, so an accelerator canceling operation and a braking operation are performed.) However, from the point of time shown in FIG. The accelerator pedal 3ax (integrated with the L-shaped arm 29x) may be depressed excessively, causing a large load to act on the accelerator pedal arm 3x and the L-shaped member 29x, resulting in the L-shaped arm 29x, the stopper portion 201ex, the housing 11x and the The fulcrum pin 21x and the like may be damaged. The embodiment shown in FIGS. 11 to 14 described below solves this problem, but in this embodiment, the enable/disable changeover switch 201x as in Patent Document 2 is not provided. However, it goes without saying that the enable/disable changeover switch 201x may be provided in the embodiments of FIGS.

11 to 13, the accelerator arm 101 generally includes an accelerator pedal 102 (having a mounting plate portion 102a), a mounting bracket 103 (having a mounting plate portion 103a), and a pair of rectangular leaf spring members 104 and 105. , and a pair of pressing plates 106 and 107 . The two leaf spring members 104 and 105 are arranged in a bridge-like manner on the lower surfaces of the two mounting plate portions 102a and 103a in a state of being superimposed on each other. By 108, it is attached and fixed to the attachment plate portions 102a and 103a.

At this time, on the side of the accelerator pedal 102, the two leaf spring members 104 and 105 are sandwiched between the mounting plate portion 102a and the pressing plate 106 at their ends. On the pedal 103 side, only the end portion of one upper leaf spring 104 is sandwiched between the mounting plate portion 103a and the presser plate 107, and the spring tip portion 105a of the lower leaf spring 105 rides on the lower surface of the presser plate 107 to is free. Circular hole 103b and elongated hole 103c of mounting bracket 103 correspond to circular hole 3b and elongated hole 3c of accelerator arm 3 shown in FIG. ) can be mounted so that the mounting angle position can be adjusted. Further, 110 is the floor surface of the vehicle body.

Next, the operation of the accelerator arm 101 will be described. FIG. 11 is a state in which the enable/disable changeover switch 201x is off and the accelerator pedal 102 is depressed to the limit position of the normal angle range (see FIGS. 34 and 34 of Patent Document 2). 7, 8A, 8B, and 15 of the present application). In this state, it is assumed that the accelerator pedal 102 is pressed excessively to rotate the accelerator arm 101 in the arrow A direction by mistakenly pressing the accelerator pedal for the brake pedal. Then, a relatively large force is generated in the accelerator arm 101 itself while the accelerator arm 101 is being stepped on excessively. cam plate 6 and its fulcrum pin 7 (see FIG. 4) may be damaged. However, in this embodiment, even if a large force is generated when the accelerator arm 101 is stepped on, the two leaf spring members 104 and 105 have a convex shape on the upper side of the leaf spring (the left side in the figure) as shown in FIG. At the same time, the tip portion 105a of the lower leaf spring member 105 slides in contact with the lower end of the pressing plate 107 to allow the elastic deformation. Thus, the force is absorbed by the elastic deformation of the plate spring members 104 and 105, thereby preventing damage to the main body mechanism. In order to obtain a sufficient repulsive force, there is a method of increasing the repulsive force of the leaf spring members 104 and 105, but there is no spring that can withstand the distance between the bridges of the mounting plate portions 102a and 103a. This is achieved by combining two sheets.

Subsequently, as shown in FIG. 14, the lower end of the accelerator pedal 102 comes into contact with the floor surface 110 of the vehicle body. This prevents the leaf spring members 104 and 105 from being deformed beyond their elastic limits. Subsequently, when the stepping force of the accelerator pedal 102 is released, the accelerator arm 101 rotates and returns to the initial position (position corresponding to FIGS. 5 and 6) accompanied by elastic deformation return of the plate spring members 104 and 105 .
In the above embodiment, the leaf spring members 104 and 105 are attached in an overlapping manner, but they may be attached side by side.

In each of the above-described embodiments, when the accelerator pedal is stepped on to accelerate, the existing accelerator arm 32 is pressed via the rotary bar 14Y, the connecting rod 15, and the pressing link 16 as an accelerator actuator. However, without being limited to this, when using an accelerator wire without using an existing accelerator arm, as in Japanese Patent Application No. 2020-138603, an accelerator actuator connected to an accelerator valve with respect to the rotating bar 14Y may be connected to the existing (or newly installed) accelerator wire. In this case, the accelerator wire may be connected to the pressing link 16 .

1 Accelerator pedal erroneous operation elimination mechanism 2 Frame unit 2X Frame plate 2Y Main frame 2Z Cover frames 2a, 2b Pin 2c Stopper plate 2d Spring support frame 2e Spring support plate portion 2f Bolt 3 Accelerator arm 3a Accelerator pedal 3b Circular hole 3c Long hole 4 Accelerator Acceleration and cancellation mechanism 5 Brake actuation mechanism 6 First cam plate 6a First cam portion 6b Pivot hole 6c Hole 7 Fulcrum pin 8 Second cam plate 8a Second cam portion 8b Pivot hole 8c Hole 9 Fulcrum pin 10 brake operation sliding bar 10X first sliding bar 10Y second sliding bar 10a, 10c long hole 10b plate portion 10b1 screw hole 10d brake arm pressing bar 11 bolt 12 fulcrum pin 13 claw lever 13a claw portion 13b fulcrum bolt 14 V Rotating body 14X V-shaped rotating body main body 14Y Rotating bar 14Z Spring pressing piece 14a Engaging portion 14b Pivoting holes 14c, 14d, 14e, 14h Mounting hole 14f Spring pressing plate portion 15 Connecting rod 15a Rod portion 15b Rod end bearing 15b1 Bearing portion 15c Nut 15d Bolt 16 Pressure link (accelerator actuator)
16a, 16b hole 16c pressing bar (pressing portion)
16d bolt 16e pivot holes 17, 18, 19 springs 20, 23, 24 bolt 25 spring compression pin 26 coil spring 27 claw lever disengagement cam block 27a bolt 28 existing brake arm 31 existing accelerator arm unit 31a mounting hole 32 existing accelerator arm 32a abutting portion 32b existing accelerator pedal portion 101 accelerator arm 102 accelerator pedals 102a, 103a mounting plate portions 104, 105 leaf spring member 105a leaf spring tip portions 106, 107 holding plate 108 bolt 110 floor surface

Claims (9)

A frame (2) attached and fixed to the vehicle body, and an accelerator arm operating member (which has an accelerator pedal (3a) and is rotatably attached to the frame (2) by being biased by a spring (17) in a return direction. 3, 6), a first interlocking member (14) connected to the accelerator actuator (16) and rotatably attached to the frame (2), and the accelerator arm operating member (3, 6) to rotate. a claw lever (13) which is freely attached and has a claw portion (13a) which can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19);
When the accelerator pedal (3a) is depressed within the normal angle range, the engagement of the claw lever (13) and the first interlocking member (14) causes the accelerator pedal (3a) to move through the first interlocking member (14). The actuator (16) is operated to accelerate the vehicle, and when the accelerator pedal (3a) is stepped on excessively beyond the normal range, the claw lever (13) and the first interlocking member (14) are disengaged. By releasing the engagement, the first interlocking member (14) is allowed to rotate and return in the direction of releasing the accelerator operation, and the accelerator actuator (16) is returned to operation to release the accelerator operation. Accelerator pedal error elimination mechanism. A frame (2) attached and fixed to the vehicle body, and an accelerator arm operating member (which has an accelerator pedal (3a) and is rotatably attached to the frame (2) by being biased by a spring (17) in a return direction. 3, 6), a first interlocking member (14) connected to an accelerator actuator (16) and rotatably attached to the frame (2), and rotatable to the accelerator arm operating member (3, 6). a claw lever (13) having a claw portion (13a) that can be engaged with the engaging portion (14a) of the first interlocking member (14) by the biasing force of a spring (19); and the accelerator arm operating member a brake arm pressing member (10) interlockingly connected to (3, 6) and attached to and separated from the existing brake arm (28),
When the accelerator pedal (3a) is depressed within the normal angle range, the engagement of the claw lever (13) and the first interlocking member (14) causes the accelerator pedal (3a) to move through the first interlocking member (14). The actuator (16) is operated to accelerate the vehicle, and when the accelerator pedal (3a) is stepped on excessively beyond the normal range, the claw lever (13) and the first interlocking member (14) are disengaged. By releasing the engagement, the first interlocking member (14) is allowed to rotate and return in the direction of canceling the accelerator operation, and the accelerator actuator (16) is returned to operation to release the accelerator operation. A mechanism for eliminating erroneous operation of an accelerator pedal, wherein the brake arm pressing member (10) abuts on the existing brake arm (28) and presses and moves the existing brake arm (28) to operate the brake. In the accelerator pedal erroneous operation elimination mechanism according to claim 1 or 2,
A claw lever disengagement cam block (27) is attached and fixed to the frame (2), and when the accelerator pedal (3a) is stepped on excessively beyond the normal range, the claw lever (13) is released from the accelerator arm. When rotated together with the operating members (3, 6), the pawl lever (13) contacts the pawl lever disengagement cam block (27) and is rotated against the spring (19). Thus, the erroneous operation elimination mechanism of the accelerator pedal, in which the engagement between the pawl portion (13a) of the pawl lever (13) and the engagement portion (14a) of the first interlocking member (14) is released. In the accelerator pedal erroneous operation elimination mechanism according to any one of claims 1 to 3,
The vehicle body is provided with an existing accelerator arm (32),
The accelerator actuator (16) is an existing accelerator arm pressing member (16) rotatably attached to the frame (2) by being spring-biased in a return direction. A mechanism for eliminating erroneous operation of an accelerator pedal, which is the existing accelerator arm pressing member (16) having a pressing portion (16c) capable of being pressed in a depression direction. In the accelerator pedal erroneous operation elimination mechanism according to any one of claims 1 to 3,
The accelerator actuator (16) is an accelerator wire provided on the vehicle body, and is an erroneous operation elimination mechanism for the accelerator pedal. In the accelerator pedal erroneous operation elimination mechanism according to any one of claims 1 to 5,
The frame (2) is provided with a sensing spring (26) for sensing the rotation of the first interlocking member (14), and when the accelerator pedal (3a) is depressed to the limit position of the normal range, The spring pressing portion (14f) of the first interlocking member (14) directly or indirectly abuts the sensing spring (26), and the repulsive force based on the spring deformation of the sensing spring (26) causes the driver to An accelerator pedal erroneous operation elimination mechanism that conveys the feel of the limit position of the normal range. In the accelerator pedal erroneous operation elimination mechanism according to claim 2,
An interlocking cam plate (8) that interlocks with the brake arm pressing member (10) is rotatably attached to the frame (2), and the accelerator arm operating members (3, 6) are connected to a first cam portion (6a). and the interlocking cam plate (8) has a second cam portion (8a),
When the accelerator arm actuating member (3, 6) is depressed excessively, the interlocking cam plate (8) moves in the forward direction of the vehicle body based on the engagement of the first and second cam portions (6a, 8a). , the brake arm pressing member (10) is moved forward to push the existing brake arm (28) in the same direction for braking operation. An accelerator arm (101) used in the accelerator pedal erroneous operation elimination mechanism according to any one of claims 1 to 7, comprising an accelerator pedal (102) and a mounting bracket ( 103) and leaf spring members (104, 105) connecting the accelerator pedal (102) and the mounting bracket (103). The accelerator pedal according to claim 8,
At least one pair of the leaf spring members (104, 105) are provided, one leaf spring member (104) is attached and fixed to the accelerator pedal (102) and the mounting bracket (103), and the remaining leaf spring members (105) ) is attached and fixed to one of the accelerator pedal (102) and the mounting bracket (103) and is attached to the other so as to be relatively slidable.

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