JP3160731U - Travel control device for automobiles - Google Patents

Abstract

PROBLEM TO BE SOLVED: There has been a demand for an automobile control device that can be easily installed at a low cost without causing other adverse effects, since there are frequent mistakes in stepping on an accelerator device and a brake of the vehicle. SOLUTION: First warning recognizing means by experiencing a sudden increase in stepping force by elastic repelling means according to the depression angle of an accelerator device, and second warning recognizing by a warning device by sound, light, vibration, etc. There is provided an automobile control device provided with a means and a third warning recognizing / stopping means by an engine stop switch. Moreover, it can be easily mounted on the upper surface of the accelerator pedal. [Selection] Figure 1

Description

  The present invention relates to a travel control device for an automobile, an electric vehicle, or a hybrid vehicle (hereinafter referred to as “automobile” or the like), and more particularly, to a travel control device for preventing an accelerator pedal from being excessively depressed with a brake pedal and running away. .

  2. Description of the Related Art Conventionally, accidents in which an accelerator pedal and a brake pedal of an automobile or the like are mistakenly pressed and run away frequently occur, and particularly in so-called automatic cars such as automobiles with continuously variable transmissions. This type of accident is almost a personal accident, and is therefore a major social problem in the car society, and a reliable solution is strongly desired. Devices for preventing this type of accident have been proposed previously.

  However, in Japanese Patent Laid-Open No. 61-190134, it is described that when the accelerator pedal depressing force or the depressing speed exceeds the detection level, the vehicle is forcibly disabled. In actual driving, It is difficult for humans to understand a certain detection level, especially because the driver changes, such as in a rental car, so it is impossible to manage the detection level. The biggest problem is that the driver himself has his own engine. Since the stop detection level is unknown, if the engine is suddenly accelerated and if it is stepped on too hard or quickly, it will fall into an engine stop state without any expectation.

  If this happens, the engine will suddenly stop when driving, causing rear-end collisions when the following vehicle is approaching, etc. If the engine stops unexpectedly even under normal driving conditions, it may cause an accident. For example, on a hill, snowy road, or rough road, a car or the like is a weapon. There was a possibility of becoming.

    Also, sensors such as pressure switches are always used, but if a sensor breaks down, it will not stop even if it is depressed too much, and important driving control will depend on the performance of a single part called a sensor, and driving Providing the control system or the like that is the upper lifeline significantly reduces the reliability of automobiles and the like. Due to this drawback, it is difficult to use in reality and could not be a solution to the problem. Therefore, it was not implemented and the accident was not ceased.

    Further, in the structure shown in Japanese Patent Laid-Open No. 5-256170, since sensors and actuators are further used, if one of them fails, it has the same drawback as the above cited example.

Further, obstacle detection means is provided in the traveling direction of an automobile or the like so that the throttle is closed. However, the obstacle detection means does not always detect all obstacles in actual use. For this reason, it would be possible to warp and misrecognize, and on the contrary, to cause the accident.
In other words, it is difficult to detect all obstacles at extremely low positions, obstacles that pop out, and obstacles approaching from an oblique direction. In practice, it is important to rely on signals from obstacle detection means. It was dangerous to control the driving control.
In addition, since the structure is complicated, there are drawbacks that maintenance is difficult and manufacturing costs are high.

JP-A-61-190134 JP-A-5-256170

  For this reason, as described above, those conventional technologies are not put into practical use. As a result, as many as 6,844 accidents occurred in 2002 alone in Japan alone due to misstepping of the accelerator and brake. In fact, there are so many reports of accidents almost every day.

During normal driving, the driver is stepping on the accelerator device lightly according to the vehicle speed, but if the accelerator device is mistaken for braking, it will step into the maximum position and fall into a runaway state, and the driver will be upset, Since it is misrecognized, it will continue to operate further, resulting in a serious accident such as a collision. Therefore, no matter how much mechanical means are added, it is important to provide multiple stages in which the driver notices misrecognition, and forced stop will cause another accident.
In recent years, electric vehicles or hybrid vehicles have been developed due to global warming problems, and these vehicles run on an engine or a drive motor (hereinafter collectively referred to as “engine”). In Japan, similar issues are emphasized.

An accelerator device installed in front of the floor of a driver's seat of an automobile, an electric vehicle, or a hybrid vehicle (hereinafter referred to as “automobile” or the like) has a return means that always returns to the origin position A that is not stepped on. Is linked to an engine such as an automobile or a drive motor (hereinafter referred to as “engine”), and when it is stepped on from the origin position A, the turning angle becomes large and the elastic repulsion position B is reached. A first warning recognizing means for recognizing a malfunction by causing the driver's foot to feel that the vehicle has reached an excessive depression position by adding an elastic repulsive force by the means;
Further, when the turning angle becomes larger than the elastic repulsion position B, the warning signal position C is reached. When the warning switch is detected at the warning signal position C, the warning device is activated, and the driver is given one of sound, light, and vibration. Or a second warning recognition means for allowing the driver to recognize a warning signal based on a combination thereof;
When the turning angle further increases and the turning angle reaches the engine stop position D, any one of the engine control computer, the ignition device, the fuel injector, and the fuel pump, or a combination thereof, depending on the signal detected by the engine stop switch A third warning recognition stop means for stopping the engine by cutting off the power supply of any of the above, or lowering either or both of the power supply voltage and current to them, such as an automobile, etc. A travel control device is provided.

An accelerator device installed in front of the floor of a driver's seat of an automobile or the like has return means that always returns to an origin position A that is not depressed, and the accelerator apparatus is linked to an engine of an automobile or the like, and the origin position A To reach the maximum turning angle of the accelerator device,
When the pedal is further depressed, an elastic repulsion means such as a spring of a pedal-mounted warning stop device installed on the upper surface of the accelerator pedal is compressed to become an elastic repulsion position B, and an elastic repulsion force is applied to the driver's foot by the elastic repulsion means. A first warning recognizing means for recognizing a malfunction by causing the driver's foot to feel that the driver has reached an excessive depression position;
Further, when it is stepped over the elastic repulsion position B, it becomes a warning signal position C. When the warning switch senses the warning signal position C, the warning device is activated, and the driver is given one of sound, light, vibration or those A second warning recognition means for allowing the driver to recognize a warning signal by combination;
Further, when the engine is further depressed from the warning signal position to the engine stop position D, any one of the engine control computer, the ignition device, the fuel injector, and the fuel pump, or a combination thereof, depending on the signal detected by the engine stop switch. Traveling of an automobile or the like characterized by providing third warning recognition stop means for stopping the engine by cutting off the power supply or reducing either or both of the power supply voltage and current to them A control device is provided.

  The warning switch is not provided in the pedal-mounted warning stop device, but it is installed at an arbitrary position that is operated by turning the accelerator device, so that the engine stop position is less than the maximum turning angle or the stepping angle less than the full throttle position. 3. A travel control device for an automobile or the like according to claim 1, wherein a warning signal is issued at an arbitrary depression position within a range of D or less or an idling position or less.

  In the pedal-mounted warning / stop device, the entire outer periphery of the pedal-mounted warning / stop device and / or the entire outer periphery of the warning switch and / or the electric / electronic device such as the accelerator operation switch are made of rubber, synthetic resin, cloth, etc 4. A travel control device for an automobile or the like according to claim 2, wherein a protection function such as waterproof and dustproof is provided by sealing or substantially sealing with the waterproof and dustproof cover.

  When the elastic repulsion means B is operated by depressing the accelerator, the initial repulsion force Mp is given to the elastic repulsion means B in advance, and the repulsive force is intermittently changed with respect to the repulsive force by the return means so far. A travel control device for an automobile or the like according to claim 1 or claim 2, or claim 3 or claim 4 is provided.

  An accelerator device installed in front of the floor of a driver's seat of an automobile or the like has return means that always returns to an origin position A that is not depressed, and the accelerator apparatus is linked to an engine of an automobile or the like, and the origin position A The accelerator operation detecting means for detecting that the accelerator device is in operation is detected when it is stepped on from, and the timer starts operating when the accelerator operation detecting means detects, and the voice contact is activated when the first set time elapses. Then, by generating sound such as a voice annunciator signal or accelerator recognition sound signal, the driver is informed that acceleration is being performed by the accelerator, and recognizes that a stepping error with the brake is recognized. When the set time has elapsed, the second voice contact is activated, and the warning stop system or idling command system is not used for the driver by the second voice or the like. A circuit selection switch is activated after a second voice or the like is stopped after generating a voice or the like, and the warning stop circuit system or the idling command system is not used. A travel control device for an automobile or the like according to claim 3 or claim 4 or claim 5 is provided.

  In a traveling control apparatus such as an automobile, the engine stop switch is deactivated, the idling switch is deactivated, and / or the warning switch is deactivated at a traveling speed equal to or higher than the critical speed Va. A travel control device for an automobile or the like according to claim 1, or claim 2, or claim 3, or claim 4, or claim 5 or claim 6 is provided.

  In a travel control device such as an automobile, when the engine stop switch is activated, the coil of the engine stop relay is excited and the contact is switched to stop the engine. At the same time, the engine stop holding relay is excited and the engine stop state is maintained. Thus, the engine is configured not to operate again due to the inertia at the time of traveling. Claim 1 or Claim 2 or Claim 3 or Claim 4 or Claim 5 or Claim A travel control device for an automobile or the like according to item 6 or claim 7 is provided.

  In a travel control device such as an automobile, when it hits an idling switch, the idling relay coil is excited to enter an idling state, and at the same time, the idling holding relay coil is energized to forcibly hold the idling state. 8. The shock is mitigated by continuing to hold, according to claim 1, or claim 2, or claim 3, or claim 4, or claim 5, or claim 6 or claim 7. Provided is a travel control device for an automobile or the like.

The present invention has the following many effects,
(1) The basic configuration of the most reliable and quick response man-machine system without being confused by the use of modern high-tech high-tech equipment causes the greatest problem of misstepping the accelerator, causing other adverse effects. It is an object of the present invention to provide an innovative apparatus and method which can be solved at low cost.

(2) Since the structure of the present invention is extremely simple, it is natural for a new car, but it can be easily attached to a used car. That is, it can be installed without replacing or modifying advanced electronic circuits such as computers.

(3) This is because the warning switch 7, the warning device 8, the engine stop switch 9, or the pedal-mounted warning stop device is small and can be easily installed in the space in front of the driver's seat.

(4) The absence of electronic components is resistant to moisture, has a long life, and is unlikely to cause a failure.

(5) Since the number of parts is small, it is similarly difficult to break down, and the manufacturing cost and mounting cost can be made extremely low.

(6) The driver can sense in advance the second step and the third step, return to normal operation, and further stop the engine in the fourth step, so that the driver can recognize in three stages.

(7) Since the operation may be the same as the conventional driving operation, even if the driver who is prone to make a mistake in stepping on the brakes, such as elderly people, women, and beginners, has little recognition of the alarm stop circuit system 13 of the present invention, Because you can drive without being confused, it is extremely useful and can make a great contribution to accident prevention.

(8) When the accelerator devices 5 and 101 are stepped on without starting the engine 15 and only the electric circuit is conducted, the operation of the warning switches 7 and 111 and the engine stop switches 9 and 112 are stopped. Since it can be confirmed, it is easy to learn and can be tested safely.

(9) The power consumption of the device of the present invention is extremely low because no special device such as a computer for the device needs to be charged during normal operation.

(10) The detection positions of the warning switches 7 and 111 and the engine stop switches 9 and 112 can be easily changed and adjusted.

(11) The present invention can be applied to a so-called accelerator wire specification vehicle in which the accelerator device 5 and the throttle device 15a are connected by the accelerator wire 5c, or an automobile other than the accelerator wire specification.

(12) Since the electrical wiring is simple and the number of wirings is small, the wiring can be easily attached to an existing vehicle.

(13) As shown in claim 3, the warning switch 111 is disposed not between the base plate 104 and the upper plate 108 but below the accelerator arm 101r, and a warning signal is generated by turning the accelerator arm 101r. Then, the warning signal can be generated at an arbitrary turning position of the accelerator arm 101r, and only the warning signal can be generated earlier than the full throttle position.

(14) For example, for the purpose of saving fuel consumption, it is possible to notify the driver of an excessive depression by generating a warning early so that the effect can be generated.

(15) The entire outer periphery of the pedal-mounted warning stop device 102 is sealed or substantially sealed with a waterproof / dust-proof cover 115 made of, for example, rubber, synthetic resin, or cloth, so that the pedal-mounted warning stop device 102 is sealed. Can be greatly prevented, and a highly reliable apparatus can be provided.

(16) The pedal attachment type warning stop device 102 completes the mechanical attachment work by attaching the pedal attachment type warning stop device 102 to the upper surface of the accelerator pedal 101p without removing the accelerator device 101 at all.

(17) Accordingly, the pedal mounting type warning stop device 102 can greatly reduce the mounting time from 20 minutes to 40 minutes, which is about one third of the sixth embodiment.

(18) The pedal attachment type warning stop device 102 can be easily attached by a general person without requiring the technical skill of a maintenance engineer such as an automobile maintenance shop.

(19) The greatest advantage of the pedal-mounted warning / stop device 102 is that it is possible to adapt to all vehicle types in the same shape without worrying about the shape of a different accelerator device for each vehicle type. Provide a simple structure.

(20) Prior to making a runaway by making the driver recognize that he is stepping on the accelerator or not using this device by voice such as voice annunciator signal or accelerator recognition sound by the operation signal of the accelerator operation sensing means It can be very effective in predicting mistakes.

(21) When the speed exceeds the critical speed Va, the signal of the engine stop switch 9 or 112 is deactivated and the warning stop circuit system 13 is not used via the circuit disconnection relay 74. Problems due to unexpected stoppages can be avoided.

(22) Even if the engine stop switch is in the disconnection position, the engine may be rotated automatically due to inertia and automatically run again.
If this happens, the purpose of stopping the engine cannot be achieved. Therefore, it is possible to improve safety by configuring the engine to be stopped.

(23) The type of vehicle that is activated by a remote type ignition button does not have an ignition key, so that the engine cannot be stopped even if the engine stop switch is operated. In this case, the collision can be mitigated by maintaining the idling state instead of stopping the engine.

1 is an overall schematic configuration diagram of the present invention. It is a connection diagram of the circuit of the Example of this invention. It is a connection diagram of another circuit of the embodiment of the present invention. It is a connection diagram of another circuit of the embodiment of the present invention. It is a state figure of the origin position of an accelerator device. It is a state figure of the elastic repulsion position of an accelerator device. It is a state figure of the alarm position of an accelerator device. It is a state figure of the engine stop position of an accelerator device. It is a state figure of the mechanical stop limit of an accelerator device. It is a state diagram which shows another Example of a warning switch and an engine stop switch. It is explanatory drawing which accumulated the turning position of the accelerator apparatus. It is sectional drawing of the Example of an elastic repulsion means. It is sectional drawing of another Example of an elastic repulsion means. It is explanatory drawing which shows the relationship between the turning angle of an accelerator apparatus, and a turning bending moment. It is a block diagram which shows the operation process of this invention Example. It is the whole schematic block diagram which installed together the accelerator-throttle interlocking type vehicle etc. and Example 6 of the present invention. It is an enlarged view of the accelerator apparatus part in FIG. It is an enlarged view of the throttle device part in FIG. It is explanatory drawing which shows the relationship between the turning angle of an accelerator apparatus, and a turning bending moment. FIG. 6 is an overall schematic configuration diagram of Embodiment 2. 1 is a schematic perspective view of a pedal-mounted warning stop device 102. FIG. It is a front view of the pedal attachment type warning stop device. It is AA sectional drawing of FIG. FIG. 5 is a state diagram in which the vehicle is depressed to a maximum turning position that is a normal operation region. It is a state diagram in which the upper plate is in contact with the warning switch. It is a state diagram in which the upper plate is in contact with the engine stop switch 112. It is a state figure which has arranged warning switch 111 in the lower part of an accelerator arm. FIG. 5 is a structural diagram in which a waterproof / dustproof cover 115 is provided in a pedal-mounted alarm stop device. It is BB sectional drawing of FIG. FIG. 6 is a structural diagram in which a waterproof / dustproof cover 115 is provided in an electric / electronic device or the like. 6 is a front view of Example 3. FIG. It is CC sectional drawing of FIG. FIG. 6 is a structural diagram in which a waterproof / dustproof cover 115 is provided in an electric / electronic device or the like. It is a block diagram which shows the audio | voice warning type | system | group of Example 5. FIG. FIG. 10 is a block diagram of an operating system that is not used at high speed in Example 6. FIG. 12 is an operation block diagram of an engine stop holding function of Embodiment 7. FIG. 10 is a detailed circuit diagram of an engine stop holding function according to a seventh embodiment. FIG. 10 is an operation block diagram of an idling holding function of an eighth embodiment. FIG. 10 is a detailed circuit diagram of an idling holding function according to an eighth embodiment.

  As described above in terms of the effects of the invention, the present invention returns to the starting point that automobiles are originally driven by the human senses, and the most reliable and quick response is to appeal to that sense. Rather than relying on sensitive equipment such as computer circuits, instruments, sensors, actuators, etc. to control automobiles, etc., rather, it is re-recognized as a man-machine system, emphasizing judgment based on human operating senses, When I combined it with a device, I realized that there was actually an epoch-making structure that could be said to be a blind spot.

The above and other objects and novel features of the present invention will become more fully apparent when the following description is read in conjunction with the accompanying drawings.
However, the drawings are for explanation only and do not limit the technical scope of the present invention. Details will be described below with reference to the drawings.

1 to 15 show Example 1 of the present invention.
FIG. 1 shows an overall schematic configuration diagram of Embodiment 1 of the present invention.

  A support bracket 3 is fixed in front of the floor 2 of the driver's seat of the vehicle body 1 by detachable fixing means 3a such as a bolt, for example, and the accelerator device 5 is connected to the support bracket 3 via a fulcrum shaft 4. However, the accelerator device 5 is pivotably mounted about the fulcrum shaft 4, and the accelerator device 5 is always returned to the origin position A by the return means 6. The return means 6 is usually composed of an elastic body such as a spring or a hydraulic device, and any structure may be used as long as it provides a turning return force.

  The striker means 5a composed of at least one or a plurality of parts provided in a part of the accelerator device 5 is moved by the turning of the accelerator device 5, and contacts the warning switch 7 and / or the engine stop switch 9. , Each operation is configured.

Of course, the accelerator device 5 may move the striker means 5a by a moving mechanism such as a slide, not by turning. (Not shown)

  On the other hand, the negative electrode 10a of the battery 10 is connected to the ground α, and the positive electrode 10b is connected to the ignition switch 11. The ignition switch 11 turns on the electric circuit and starts and stops the engine.

  In the drawing, the ignition switch 11 is directly connected to the engine control computer 14 via the circuit selection switch 12, and the other is connected to the warning switch 7 provided in the warning stop circuit system 13 of the present invention. The warning switch 7 is connected to a warning device 8 that is a second recognition means for causing the driver to recognize a warning signal based on one or a combination of sound and light vibration.

Further, it is connected to an engine stop switch 9 provided in a branching manner in the warning stop circuit system 13. The engine stop switch 9 is connected to an engine control computer 14 for controlling the operation of an automobile or the like in this embodiment. .
Of course, the engine stop switch 9 is connected to cut off the power supply of any one of the ignition device, the fuel injector, the fuel pump, the engine control computer, or a combination thereof in another embodiment of the present invention. May be.

  Further, the accelerator device 5 is connected to a throttle device 15a of the engine 15 by, for example, an accelerator wire 5c. In the figure, the ignition device 16 and the fuel injector 17 are incorporated in the engine 15 from the engine control computer 14. Further, a signal is connected to a fuel pump 19 provided in the fuel tank 18 to control operation and stop of the engine. Therefore, the engine 15 can be stopped by cutting off the power supplied to the engine control computer 14 by the engine stop switch 9. Of course, in another embodiment of the present invention, the engine stop switch 9 is cut off the circuit of any one of the engine control computer 14, the ignition device 16, the fuel injector 17, and the fuel pump 19, or a combination thereof. The engine 15 may be stopped.

  An elastic repulsion means 20 is fixed to either the vehicle body 1 or the floor 2 of the driver's seat, and the accelerator device 5 is rotated or moved at a predetermined angle as will be described later. 5 or the interlocking part 5b of the accelerator device 5 that performs the same function is configured to contact the elastic repulsion means 20 and to apply a strong repulsive force to the accelerator device 5.

  The return means 6 may be provided at the throttle device 15a connected to the accelerator device 5 by an accelerator wire 5c.

  Furthermore, at least one or a plurality of striker means 5a, warning switch 7 and engine stop switch 9 may be provided not in the accelerator device 5 but in the throttle device 15a. As long as it performs the same function, it may be configured by another type of apparatus.

FIG. 2 is a connection diagram showing one embodiment of the connection of the present invention.
The positive electrode 10 b of the battery 10 is connected to the ignition switch 11 and then connected to the circuit selection switch 12. The circuit selection switch 12 is electrically connected to the warning stop circuit system 13 in the state of this figure, and is connected to the warning switch 7 and the engine stop switch 9.
The circuit selection switch 12 is provided so that it can be selected when it is desired to use it as an ordinary automobile without using the warning stop circuit system 13, and is not essential to the present invention.

  In the state shown in the figure, the warning switch 7 is in the open position 7a. When the accelerator device 5 turns and the warning switch 7 is switched to the contact position 7b, the warning device 8 is turned on. The warning device 8 transmits a warning of any one of sound, light, vibration, or a combination thereof, and serves as a second recognition means.

Next, the engine stop switch 9 is in the operating state at the contact position 9a which is conducted to the engine control computer 14 in the state of this figure. In this embodiment, when the accelerator device 5 further turns and the engine stop switch 9 switches to the cutting position 9b, the power supply to the engine control computer 14 is cut off, the engine 15 is stopped, and the vehicle body 1 runs away. To prevent. Therefore, it is a third recognition means by stopping the engine 15.
In this case, the warning device 8 may continue to operate or may be stopped.

FIG. 3 is a connection diagram showing a second embodiment of the connection according to the present invention.
In this circuit, a visual indicating device 30 such as a lamp indicating the operation of the warning stop circuit system 13 is provided in the warning stop circuit system 13 connected to the circuit selection switch 12. The warning device 8 includes a sound or vibration generating device 8a such as a buzzer and a visual indicating device 31 such as a lamp provided in parallel. Further, a visual indicating device 31 such as a lamp is provided between the engine stop switch 9 and the engine control computer 14 and is one of third recognition means for informing that the engine 14 has been stopped by the operation of the warning stop circuit system 13. It has become.

FIG. 4 is a connection diagram showing a third embodiment of the connection according to the present invention.
In this circuit, the engine stop switch 9 is in the operating state at the contact position 9a that is conducted to the engine control computer 14 in the state of this figure. When the accelerator device 5 further turns and the engine stop switch 9 is switched to the switching position 9b, power to the engine control computer 14 is supplied via the resistor 32. The resistor 32 is configured to reduce either or both of the voltage and current to less than the sustain voltage or sustain current of the engine control computer 14.

As a result, the engine control computer 14 is stopped and the same effect can be exhibited. For example, in the case of voltage, normally, when the voltage is lowered to 3 to 7 volts or less, the engine control computer 14 is stopped, the engine 15 is stopped, and the vehicle body 1 is prevented from running away. Therefore, this is another third recognition means by stopping the engine 15. Of course, as another embodiment of the present invention, any one of the power supply voltage and current of the engine control computer 14, the ignition device 16, the fuel injector 17, or the fuel pump 19, or a combination thereof, Or both may be lowered | hung and the engine 15 may be stopped.
Further, by operating the engine stop switch 9, a brake light of an automobile or the like may be turned on to indicate that the engine is stopped.

Next, the present invention will be described along the operation process.
FIG. 5 shows the origin position A where the accelerator device 5 is not stepped on, and the accelerator device 5 is always returned to this position by the return means 6. At this origin position A, the turning angle is 0 degree. The return means 6 is usually composed of an elastic body such as a spring or a hydraulic device.

  The state between FIG. 5 and FIG. 6 is a normal operation region that is the first step, and the automobile or the like is in a state of performing normal traveling regardless of the operation of the warning stop circuit system 13.

  Next, when the accelerator device 5 is stepped on and enters the state of FIG. 6, the presser portion 5 b provided on the accelerator device 5 comes into contact with the elastic repulsion means 20. In this state, the striker means 5a is not in contact with any of them, but in this state, the accelerator device 5 suddenly increases the stepping force due to the repulsive force of the elastic repelling means 20, so that the driver is forced to repel the foot. It can be surely sensed that the vehicle has reached an excessive depression position, which is the first recognition means, and shows the second step. This position is an elastic repulsion position B, and the turning angle is θ1.

Therefore, unlike the conventional Japanese Patent Application Laid-Open No. 61-190134, the driver knows excessive depression by his / her feeling, knows in advance that he will enter a runaway state, and enters the low speed normal operation state without stopping the engine. You can return.

  This change in stepping force is found in all the embodiments of the present invention that, by configuring the state of the next turning bending moment, the driver can actually recognize the change and can return to normal driving smoothly. I was able to.

In the state shown in FIG. 7, the pressing portion 5 b further compresses the elastic repulsion means 20 to increase the repulsive force, and the striker means 5 a comes into contact with the warning switch 7.
When the driver switches the warning switch 7 to the contact position 7b as the repulsive force increases, the warning device 8 issues a warning of sound, light, vibration, or a combination thereof, and becomes the second recognition means. And shows the third step. This turning position is the warning signal position C, and the turning angle from the elastic repulsion position B is θ2.

  In the state shown in FIG. 8, the pressing portion 5b further compresses the elastic repulsion means 20 to increase the repulsion force, and the striker means 5a contacts the warning switch 7 and the engine stop switch 9, and the circuit switches to the cutting position 9b. Then, the power supply to the engine control computer 14 is cut off, the engine 15 is stopped, and the vehicle body 1 is prevented from runaway. Therefore, the 4th process used as the 3rd recognition means by an engine stop is shown. This turning position is the engine stop position D, and the turning angle from θ1 is θ3.

The engine stop position D may be equal to the throttle valve fully open position, which is called “full throttle”, which gives the maximum speed of an automobile or the like. The angle may be within the same to minus 3 degrees, or the engine may be stopped early even if there is a margin before runaway at maximum output.
Alternatively, the engine output may be emphasized, and the engine stop position D may be set at a turning angle exceeding the throttle valve fully open position, and the engine may be stopped at a position exceeding the angle at which the full throttle output is output. In this case, it is set to about 0 to 3 degrees from the turning angle of the full throttle position.

In the state shown in FIG. 9, the pressing portion 5 b further compresses the elastic repulsion means 20, and shows a state where, for example, the end portion 5 d of the accelerator device 5 comes into contact with the vehicle body 1 or the floor 2 and reaches the mechanical stop limit.
In this state, the repulsive force becomes maximum, the engine 15 is already stopped, and the runaway of the vehicle body 1 is prevented. This turning position is E, and the turning angle from θ3 is θ4.
The mechanical stop limit may be provided in addition to the accelerator device 5.

  FIG. 10 shows another embodiment of the present invention. The striker means 27 is a striker such as a magnet for a proximity switch, and another warning switch 28 and / or engine stop switch 29 is used as a proximity switch. An example is shown.

  In the proximity switch, the failure of the warning switch 28 and the engine stop switch 29 can be reduced, and the reliability is further improved. In addition, the sensing ability is high, so that the position adjustment can be performed precisely and the cost can be reduced. have.

  FIG. 11 is an explanatory diagram of the turning state in which the states of FIGS. 5 to 9 are overlapped. When the turning angle is described, the angle θ1 from the origin position A to the elastic repulsion position B is easy to operate in each automobile or the like. A range is selected.

The inventor has ergonomically searched for the most comfortable angle of a normal human foot, and decided to use the optimum angle. Usually, with respect to the shin of a human lower limb, when the shin is vertical, about 15 degrees above the right-angled position is the movable angle.
Further, it was found that about 20 degrees is a movable angle below the right angle position.
Accordingly, it was noted that the total possible movement angle is about 35 degrees, which is not so large.
Therefore, the minimum value of the angle θ1 is set to 10 degrees, which is about 1/3 of the total movable angle.
It was discovered that if the angle is less than this, the normal driving range becomes extremely narrow, and it becomes difficult to change the speed in an actual car.

Next, even in the data surveyed for 41 types of commercial vehicles used in Japan, the minimum angle from the origin position A until the throttle valve is fully opened is only one type of vehicle with an angle of 8 degrees. Furthermore, 10 out of 41 models were 10 degrees.
There are a total of 11 cars of 10 degrees or less as described above, which accounts for 26.8% of the total of 41 models studied, and 22 cars of more than 10 degrees and 15 degrees or less are the total of 53.7. The number of cars exceeding 15 degrees is 8 types, or 19.5% of the total.
The maximum value of θ1 was 23 degrees.

For your information, ergonomic data, which is the angle data indicating the functions of automobiles, and analysis data for utility cars, etc. are not published in catalogs, publicly known documents, or Internet information. Not. Therefore, a concrete effective angle cannot be recalled, and is an important element that is not found in the imagination on the desk.
However, in such advanced and mature automotive technologies, this information shows extremely important functional changes and can be the focus of progressive development in fields where industrial development in Japan and the world is desired. It is.
In the conventional example, there is no such search, and the angle of the elastic repulsion position B is not specified, or the angle does not match the actual situation of an automobile or the like at all.

Therefore, the minimum value of the angle θ1 is set to 10 degrees as an angle having a remarkable effect based on the above-described movable angle and the data of the practical vehicle.
The maximum value of the angle θ1 was set to 30 degrees that is slightly smaller than the total movable angle of 35 degrees. This is to provide a device with excellent operability by further considering θ2 and θ3 and setting the operation range to about 35 degrees.
If θ1 is too large, the normal driving area becomes unnecessarily wide, the response becomes poor, the operability becomes extremely poor, and it is difficult to apply force to the foot. The value was 30 degrees. This is a very reasonable angle in consideration of the total movable angle. A more desirable range is 10 to 25 degrees.

Next, the angle θ2 from the elastic repulsion position B to the warning signal position C has a role of notifying the excessive depression by a warning signal. Therefore, the elastic repulsion position B is set to minus 3 degrees to +5 degrees with respect to the elastic repulsion position B. There is an effect of immediately informing you that you have stepped on the turning angle by sound, light, vibration, etc. This is because if the warning signal is issued too early, the normal operation range is narrowed and it becomes difficult to fully open the throttle.
If θ2 is too large, the warning signal is delayed and the effect is reduced. Therefore, the maximum value is optimum up to +5 degrees, and the effect is drastically reduced beyond this range.
More desirably, it is in the range of minus 2 degrees to +4 degrees. Even if the angle θ2 is set to a minus value, the order of the recognition means only changes, and there is no problem in operation.

Next, an angle θ3 from the elastic repulsion position B to the engine stop position D is an angle from the elastic repulsion position B to the forced engine stop. Therefore, if the angle is 0 degrees or less, it stops at the elastic repulsion position B or less, so the minimum value of the angle θ3 is the same as the elastic repulsion position B.
Also, if θ3 is too large, the stop of runaway is delayed, so the maximum value is set to 5 degrees. More desirably, it is in the range of 1 to 5 degrees.

Further, as described above, the engine stop position D can be set slightly lower than the throttle device fully open position. Specifically, the angle is within the same range of minus 3 degrees, and the engine is stopped early with a margin before running away at the maximum output.
In this case, the engine may be stopped early with a margin without reaching the maximum output with respect to the full throttle.

  Further, with emphasis on engine output, the engine stop position D may be set at a turning angle exceeding the throttle device fully open position, and the engine may be stopped at a position exceeding the angle at which the full throttle output is output. In this case, the engine stop position D is set within the same range of 3 degrees or less with respect to the turning angle of the full throttle position. Similarly, in Example 7-1 or Example 7-2, the pedal-attached warning stop device 102 is configured to operate after exceeding the maximum turning angle, that is, the full throttle position.

  It should be noted that if the angle θ4 from the engine stop position D to the mechanical limit position E is too small, the engine stop signal is not output and the mechanical limit stops, but this is a structural play angle. The importance is not strict.

  FIG. 12 is an explanatory diagram illustrating the relationship between the turning angle θ and the turning bending moment M of the accelerator device 5. The turning bending moment M with respect to the turning angle θ from the origin position A to the elastic repulsion position B is the moment of the return means 6. It changes proportionally according to the spring constant K1.

The inventor measured an ordinary human foot step load ergonomically, and decided to set the step force corresponding to it to an optimum value.
According to the measurement, it was confirmed that even if the foot was placed without being stepped on, the stepping force was naturally generated by 0.75 to 0.85 kg depending on the weight of the foot in many actually measured values.

Next, the maximum value of the stepping force becomes close to the weight, but this is not an important factor for driving operation of an automobile or the like, but rather the maximum value for health reasons becomes a problem. Medically, it was found that about 12 to 15 kg is the maximum value in the repeated operation of the stepping force in an automobile or the like, and if it is more than that, it can cause muscle pain and the like.
Assuming that K1 = 2.0 kg · cm / degree, when the turning angle is 15 degrees, K1 = 2 × 15 = 30 kg · cm.
Assuming that the turning radius of the foot is 16 cm, the stepping force F = 30/16 = 1.88 kg.
In the present invention, the minimum value of K1 is K1 = 1.0 kg · cm / degree.
In this case, the stepping force F = 1 × 15/16 = 0.94 kg.

Therefore, below this value, it is too light in actual driving, and there is a risk of raising the foot until the load on the foot is reduced to 0, or the return means 6 loses the frictional force and cannot return. . Moreover, since it will go to the elastic repulsion position B too lightly, the change of the force to a normal driving | running | working range is too small and sensitive, and driving | operation becomes unstable.
There is a risk that it will not lose to the frictional force, and it will be out of balance with other automobiles, making it runaway.
In the present invention, the maximum value of K1 is K1 = 6.0 kg · cm / degree. Assuming that the turning radius is 16 cm, the stepping force F = 90/16 = 5.6 kg.

  Above this value, the stepping force during normal driving becomes too large, and it is hard and the operability is extremely poor, and the stepping force level does not match when switching to another car etc., and the operation compatibility is poor. It is to become.

Next, even in the data surveyed on 41 types of utility vehicles used in Japan, for example, when the angle θ1 of the normal driving range is 15 degrees, the minimum value of the measured data of the stepping force F is 3.0 kg. It was. When this was converted into K1, it was 3.2 kg · cm / degree.
Moreover, the maximum value of the actual measurement data of the stepping force F was 4.2 kg. When converted to K1, this was 4.5 kg · cm / degree.
Therefore, from these data, it was proved that K1 = 1.0 to 6.0 kg · cm / degree of the present invention is the optimum range.

  On the other hand, the turning bending moment M by the elastic repulsion means 20 when the elastic repulsion position B is exceeded is added with the repulsive force due to the moment spring constant K2 of the elastic repulsion means 20 and the stepping force increases rapidly, and the driver feels It can be surely detected that an abnormal state has occurred.

  Assuming that K1 is 4.5 kg · cm / degree, θ1 is 15 degrees, and θ2 is 3 degrees, the stepping force at 18 degrees by K1 is 4.5 × 18/16 = 5.1 kg, and K2 is Assuming 30 kg · cm / degree, it becomes 30 × 116 = 5.6 kg, and the total stepping force is 5.1 + 5.6 = 10.7 kg, and it is easy to feel abnormal because it feels about twice or more stepping force. Can be detected.

In the present invention, the minimum value of K2 is K2 = 6.0 kg · cm / degree.
Below this value, no difference is felt in actual driving, and it is difficult to accurately detect an abnormal state. In terms of the stepping force, if the stepping force by K1 is 5.1 kg as described above, the stepping force by K2 is 6 × 116 = 1.13 kg, and the total stepping force is 5.1 + 1.13 = 6.23 kg. This is because there is no effect because it is slightly increased with respect to 5.1 kg.

In the present invention, the maximum value of K2 is K2 = 60.0 kg · cm / degree.
In terms of the stepping force, if the stepping force by K1 is 5.1 kg as described above, the stepping force by K2 is 60 × 116 = 11.25 kg, and the total stepping force is 5.1 + 11.25 = 16.35 kg. It is because it is very hard and difficult to operate, although it is easy to detect with a very large load change, it is hard and the operability becomes worse, it puts a burden on the driver's foot It is because it is not preferable.
Desirably, K2 = 10 to 60 kg · cm / degree.

  In this way, a large change in the stepping force exerts the effect of making the driver sense an erroneous operation, and by paying attention to it, it is an extremely simple and reliable device that is inexpensive and can be easily installed and modified. The inventor was able to detect abnormal driving conditions and prevent erroneous operation, and the inventor was able to find an optimal moment spring constant by repeating many experiments and actual driving tests.

In the same way as described above, for the sake of safety, ergonomic data, which is a stepping force data indicating the functions of the above-mentioned automobiles, and analysis data of practical automobiles, etc. are catalogs, publicly known documents, Internet information, etc. Has never been announced. Therefore, a concretely effective stepping force cannot be recalled, and is an important element that is not found in the imagination on the desk.
However, in such advanced and mature automotive technologies, this information shows extremely important functional changes and can be the focus of progressive development in fields where industrial development in Japan and the world is desired. It is.

    Therefore, in the conventional example, there is no such search, and the moment spring constant K2 or the stepping force is not entered, or it is an abnormally small value that does not exist in the actual situation of a car or the like, or a large value that hurts a foot. It is an idealism that is far from the actual situation of automobiles, etc., and does not lead to industrial development.

    As described above, the present invention obtains a numerical optimum value for actual operation of a car or the like, and provides a revolutionary driving control apparatus and method for a car or the like, It is a device with a concreteness that cannot be recalled by general common sense with the knowledge of.

  If expressed by the rate of change R of K2 and K1, it is expressed by the rate of change of K2 / K1, R = K2 / K1, the minimum value is R = 6/6 = 1.0, and the maximum value is R = 60 / 1.0 = 60, and the range of the invention can be limited by the change rate R of the moment spring constant.

FIG. 13 shows one embodiment of the elastic repulsion means 20, and the head portion 21 that comes into contact with a part of the accelerator device 5 is made of, for example, rubber, hard rubber, sponge, air pressure device, synthetic resin, hydraulic pressure device, or the like. Fixed to a deformable portion 22 made of a material, and a mounting plate 23 is fixed to the floor 2 or the like detachably by a fixing means 24 such as a bolt at the lower portion of the deformable portion 22.
However, if it can be removed, it may be completely fixed by welding, riveting or the like.

  FIG. 14 shows another embodiment of the elastic repulsion means 20, in which the head portion 21 in contact with a part of the accelerator device 5 is constituted by a deformable portion 22 which is a mechanical part such as a coil spring or a disc spring. Is shown.

  FIG. 15 is a block diagram showing the control method of the present invention.

  At the start position where the engine is stopped, the accelerator device 5 is at the origin position, and the ignition switch 11 turns on the power and the engine starts to start, so that the normal operation region which is the first step is entered.

  If the brake pedal is further mistakenly depressed, the second step is performed. When the accelerator device 5 hits the elastic repulsion means 20, the repulsive force suddenly increases. When the driver decreases the depressing force by sensing, It is possible to return to the operation area or the origin position, and to prevent runaway.

  When the warning switch 7 which is the third step is activated when the step is further depressed, the warning device 8 issues a warning, so that the driver can detect an abnormality and return to the normal driving range or the origin position, thereby preventing runaway. Can do.

When the engine stop switch 9 which is the fourth step is activated when the step is further depressed, the power source to the engine control computer 14, the ignition device 16, the fuel injector 17, or the fuel pump 19 is cut off, or any voltage or current is applied. Or both are reduced below their maintenance voltage or current, the engine can be stopped and runaway can be prevented.
When the pedal is further depressed, the accelerator device becomes a mechanical stop limit, which becomes a depression limit.
With the configuration described above, the present invention has realized an epoch-making apparatus and method having many of the advantages described above.

  FIGS. 16, 17, and 18 are applied to an accelerator-throttle device interlocking vehicle other than the accelerator wire specification.

  Instead of the accelerator wire 5 c, the accelerator position transmitter 51 and the throttle device 15 a are provided with a receiving motor 52 and are connected via a connection signal 53.

  FIG. 17 shows an accelerator device section. At one end of the fulcrum shaft 4, an accelerator position transmitter 51 is fixed to the support bracket 3 via a fixture 51a, and the turning position of the accelerator is indicated by a connection signal 53. Is transmitted to the receiving motor 52 of the throttle device 15a.

  FIG. 18 shows a throttle device section. A receiving motor 52 is provided at one end of a rotating shaft 15b of the throttle device 15a, and a limit switch 54 is connected to a transmission shaft 55 on the opposite side of the receiving motor 52. Is provided.

This embodiment shows an epoch-making pedal-mounted warning stop device.
When the elastic repulsion means 20 of Example 1 is attached and fixed to the actual floor 2 of an automobile or the like by the fixing means 24, the floor 2 of the automobile or the like has a body structure of about 0.5 to It is configured with a plate thickness of 3 mm. Further, since the coating such as plating or painting is applied, there is a difficulty in that the completed floor 2 is difficult to be welded or joined later such as welding or brazing.
In addition, when screwed with bolts, set screws, etc., there are disadvantages such as water intrusion from the screw part, rust etc. from the screw part, and loss of airtightness inside and outside the room. ing.

  That is, a realistic means that enables the attachment of a warning stop device to various types of automobiles without using fixing means 24 such as bolts, nuts, set screws, adhesion, welding, brazing, etc., on the floor. It is to provide.

Further, since the shape of the accelerator device is different for each vehicle type and the arrangement of the mounting bolts is different, it has been necessary to manufacture many shapes of accelerator / warning devices suitable for each accelerator device.
Accordingly, Examples 2 and 3 are epoch-making structures capable of greatly reducing manufacturing difficulties and installation time.

Hereinafter, Example 2 will be described with reference to the drawings.
FIG. 20 is an overall schematic configuration diagram of the third embodiment.
An accelerator device 101 is attached to the floor 2 of the automobile 1 or the like. The accelerator arm 101r of the accelerator device 101 is coupled to an accelerator position transmitter 101a in the accelerator device 101. While the accelerator pedal 101p is depressed, the accelerator arm 101r presses a return means 101b such as a spring in the accelerator device 101 while FIG. The opening degree of the throttle device 15a can be adjusted.

FIG. 21 is a schematic perspective view of the pedal-mounted warning / stopping device 102.
On the upper surface of the accelerator pedal 101p, a pedal attachment type warning stop device 102 is fixed by a fixing tool 103 such as a presser claw, a stop bolt, or a stop band, and the fixing tool 103 is attached to the pedal. It is fixed to the base plate 104 of the type warning stop device 102 by fixing means such as welding, screwing or adhesion.

A hinge 105 is fixed to both ends of the base plate 104, and a front plate 106 and a rear plate 107 are coupled to each other via the hinge 105 so as to be rotatable. Similarly, hinges 105 are fixed to the upper ends of the front side plate 106 and the rear side plate 107, respectively, and the upper plate 108 is pivotably coupled via the hinges 105.
Therefore, the base plate 104 and the upper plate 108 form a parallelogram, and the front plate 106 and the rear plate 107 pivot at the same angle with the hinges 105 as fulcrums. Is limited to be always parallel, and is configured to be movable up and down.

FIG. 22 shows a front view of FIG. Between the base plate 104 and the upper plate 108, an elastic repulsion means 109 such as an elastic body made of a spring, rubber, or synthetic resin is provided to apply a repulsive force upward to the upper plate 108.
An angle adjusting unit 110 is provided at one end of the base plate 104, and the angle adjusting unit 110 is repelled by an elastic repelling means 109 such as a spring by pressing the front plate 106 with an angle adjusting tool 110a such as a screw. It is configured to adjust the power. For example, if the state where the elastic repulsion means 109 is released to a free length is 109a, the repulsive force caused by the bending pressed by the angle adjuster 110a becomes the preset repulsive force Mp shown in FIG.
Further, a warning switch 111 and an engine stop switch 112 are disposed between the base plate 104 and the upper plate 108, and are fixed to the base plate 104 by a fixture 113 such as a set screw.

The warning switch 111 and the engine stop switch 112 can appropriately adjust the position in the height direction by inserting a liner 114 on the bottom surface thereof.
FIG. 23 is a cross-sectional view taken along the line AA of FIG. 22. On the upper surface of the accelerator pedal 101p, a pedal-attached warning stop device 102 is provided by a presser claw, a fixing screw or a fixing tool 103 such as a fixing band. It is fixed so that it can be removed. A fixing tool 103 is fixed to the base plate 104 of the pedal mounting type warning stop device 102 by fixing means such as welding, screwing, or adhesion, and is detachably mounted on the accelerator pedal 101p.

FIG. 24 shows a state where the vehicle has been depressed from the stepping origin position A indicated by the two-dot chain line to the maximum turning position that is the normal operation region. For example, it touches the stopping means 101c provided in a part of the accelerator device 101. It shows a state where the vehicle has been turned until it reaches the full throttle position or the maximum turning position, which is a normal operation region.
As shown in FIG. 19, the return means 101 b generates a repulsive force due to the spring constant K <b> 1 when it is stepped on, but the upper plate 108 does not move relative to the base plate 104 because the preset repulsive force Mp is large.
Therefore, the warning switch 111 and the engine stop switch 112 are not operated.

When further stepped on and the elastic repulsion means 109 bends, the elastic repulsion position B is reached.
In FIG. 25, the elastic repulsion means 109 is further bent by being stepped on, the upper plate 108 comes into contact with the warning switch 111, reaches the warning signal position C, and the warning signal 8 is issued.
FIG. 26 shows a state in which the engine is further depressed and the upper plate 108 is in contact with the engine stop switch 112. The engine stop position D is reached, the aforementioned engine stop signal is generated, the engine is stopped, and for the purposes of the present invention. A certain accelerator and brake accidental accident can be prevented.

FIG. 27 shows a modified example of the second embodiment, in which the warning switch 111 is disposed not between the base plate 104 and the upper plate 108 but at the lower part of the accelerator arm 101r as shown in FIG. 27, for example, by turning the accelerator arm 101r. A warning signal is generated.
That is, a warning signal can be issued at an arbitrary depression position within the range of the engine stop position D or the idling command position or less from the depression angle less than the maximum turning angle or the full throttle position.
For example, for the purpose of saving fuel consumption, a warning is generated at a stepping angle that is less than the maximum turning angle or less than the full throttle position, so that the driver can be informed of the fuel economy reduction position early and the effect can be exhibited.

FIG. 28 is provided with a waterproof / dustproof cover 115 to prevent the pedal-attached warning / stop device 102 from being damaged by dust, water, or the like.
The pedal mounted warning stop device 102 is sealed or substantially sealed with a waterproof / dustproof cover 115 made of, for example, rubber, synthetic resin, cloth, or resin impregnated paper. Therefore, it is possible to significantly prevent the failure of the device 102 and provide a highly reliable device.

  FIG. 29 shows a cross section BB of FIG. 28. As shown in the drawing, the entire outer periphery of the pedal-mounted warning stop device 102 is waterproofed, for example, made of rubber, synthetic resin, cloth, resin-impregnated paper, or the like. -The dustproof cover 115 is sealed or substantially sealed.

In FIG. 30, the warning switch 111 is disposed not between the base plate 104 and the upper plate 108 but below the accelerator arm 101r, and a warning signal is generated by turning the accelerator arm 101r.
Further, an accelerator operation sensing lever 122 and an accelerator operation sensing means 123 are arranged.
The entire outer periphery of the pedal-mounted warning stop device 102 and / or the entire outer periphery of the warning switch 111 and / or the accelerator operation sensing means 123 is covered with the aforementioned rubber, synthetic resin, cloth, resin-impregnated paper, or the like. 115 is sealed or substantially sealed. Therefore, all the electric / electronic devices can be made waterproof / dustproof, and the failure of the device can be largely prevented, and a highly reliable device can be provided.

FIG. 31 shows a pantograph lift mechanism of the third embodiment which is another form of the second embodiment.
A connection ear 116 is provided on the lower surface of the upper plate 108 by fixing means such as welding, and one end of the connection arm 118 is rotatably fixed to the upper plate 108 via a connection shaft 117.
Similarly, a connecting ear 116 is provided on the upper surface of the base plate 104 by fixing means such as welding, and one end of the other connecting arm 119 is rotatably fixed via a connecting shaft 117. The connection arm 118 and the connection arm 119 are coupled to each other by a coupling shaft 120 at the center so as to be rotatable.

The other end of the connecting arm 118 is connected to a connecting ear 121 with a long hole provided by a fixing means such as welding on the upper surface of the base plate 104 via a connecting shaft 117, and can slide in the long hole 121a. Is bound to.
Similarly, the other end of the connection arm 119 is connected to a connection ear 121 with a long hole provided by a fixing means such as welding on the lower surface of the upper plate 108 via a connection shaft 117. It is slidably coupled.

FIG. 32 is a cross-sectional view taken along the line C-C in FIG. 31, and these mechanisms are provided on both side surfaces of the pedal-mounted warning stop device 102.
On the upper surface of the accelerator pedal 101p, a pedal-mounted warning / stop device 102 is fixed by a presser claw, a fixing screw 103, or a fixing tool 103 such as a locking band. A fixing tool 103 is fixed to the base plate 104 by fixing means such as welding, screwing, or adhesion.
Between the base plate 104 and the upper plate 108, an elastic repulsion means 109 such as an elastic body made of a spring, rubber, or synthetic resin is provided to apply a repulsive force upward to the upper plate 108.

As shown in FIG. 31, an angle adjusting unit 110 is provided at one end of the base plate 104. The angle adjusting unit 110 includes a spring or the like by pressing the upper plate 108 with an angle adjusting tool 110a such as a screw. The repulsive force of the elastic repulsion means 109 can be adjusted. For example, if the state where the elastic repulsion means 109 is released to a free length is 109a, the repulsive force caused by the bending pressed by the angle adjuster 110a becomes the preset repulsive force Mp shown in FIG.
Further, a warning switch 111 and an engine stop switch 112 are disposed between the base plate 104 and the upper plate 108, and are fixed to the base plate 104 by a fixture 113 such as a set screw.
The warning switch 111 and the engine stop switch 112 can appropriately adjust the position in the height direction by inserting a liner 114 on the bottom surface thereof.
With this configuration, when the upper plate 108 is moved downward by the stepping force, the same function as that of the third embodiment can be exhibited.

FIG. 33 shows the state of the engine stop position according to the third embodiment. In addition, the warning switch 111 is not arranged between the base plate 104 and the upper plate 108 but at the lower part of the accelerator arm 101r as shown in FIG. A warning signal is generated by turning the accelerator arm 101r.
That is, a warning signal can be issued at an arbitrary depression position within the range of the engine stop position D or the idling command position from the depression angle less than the maximum turning angle or the full throttle position.

For example, for the purpose of saving fuel consumption, a warning is generated at a stepping angle that is less than the maximum turning angle or less than the full throttle position, so that the driver can be informed of the fuel economy reduction position early and the effect can be exhibited.
In addition, an accelerator operation sensing lever 122 and an accelerator operation sensing means 123 are arranged.

Then, the entire outer periphery of the pedal-mounted warning stop device 102 and / or the entire outer periphery of the warning switch 111 and / or the accelerator operation sensing means 117 is made of the aforementioned rubber, synthetic resin, cloth, resin-impregnated paper, or the like. The cover 115 is sealed or substantially sealed. Therefore, all the electric / electronic devices can be made waterproof / dustproof, and the failure of the device can be largely prevented, and a highly reliable device can be provided.
Of course, it goes without saying that a configuration in which the accelerator operation sensing lever 122 and the accelerator operation sensing means 123 are not provided is also possible.

  Further, if the upper plate 108 can be moved up and down, the entire form of the second or third embodiment is configured as a hexagon, or a plate spring in which the base plate 104 and the upper plate 108 are formed in an arc shape. Alternatively, an upper and lower slide type guide may be provided to move the upper plate up and down, and various mechanisms are conceivable. (Not shown)

  In these second and third embodiments, the pedal-mounted warning / stop device 102 is mechanically mounted by attaching the pedal-mounted warning / stop device 102 to the upper surface of the accelerator pedal 101p without removing the accelerator device 101 at all. The mounting operation is completed, and then completed by performing electrical wiring as shown in FIG.

  Therefore, in the first embodiment, the mounting time is 1 to 2 hours. However, the mounting time can be significantly shortened to about one third from the 20th to the 40th by the structure of this embodiment. Moreover, a general person can install easily, without requiring the technical skill of the maintenance engineer, such as an automobile maintenance factory. In addition, the greatest advantage is that it provides an extremely innovative structure that can be adapted to all vehicle types in the same shape without worrying about the shape of the different accelerator devices for each vehicle type. is there.

  In this embodiment, for example, as shown in FIG. 19, when the preset repulsion force Mp is given to the elastic repulsion means in advance and the rebound force B is turned to the elastic repulsion position B, the repulsion force is intermittently increased by the preset repulsion force Mp. This makes it possible for the driver to experience the recognition of a mistake in treading more prominently.

Such a configuration is extremely effective in practice. This is because it has been confirmed through experiments that the driver is upset when he or she makes a mistake in stepping, and in fact, even if the load increases, it is often not noticed by continuous changes in the stepping force.
Therefore, this embodiment is an important embodiment in which a warning function by the elastic repulsion means is enhanced. An example is shown in FIG. 21 of the second embodiment or FIG. 31 of the third embodiment.

The present embodiment is configured to further increase safety.
As shown in FIG. 30, it has an accelerator operation sensing means 123 that senses that the accelerator device is in an operating state. When the accelerator operation sensing means 123 is slightly operated with a foot on the accelerator, the accelerator operation sensing means 123 senses the result as shown in FIG. As shown in FIG. 4, when the first set time elapses, the voice contact is activated, and the first voice annunciator signal or the first accelerator recognition sound signal (hereinafter referred to as “voice etc.”) Etc., the driver is informed that “acceleration is being performed by the accelerator”, and the driver makes a mistake in stepping on the brake. Therefore, since the driver knows that he is stepping on the accelerator now, it can be very effective in predicting mistakes before running away.

  Furthermore, after the timer starts to operate when the second set time elapses, the second voice contact is activated, and the second voice or the like notifies the driver that the warning stop system or idling command system is not used. After the second voice is stopped, the circuit selection switch 12 is activated and the warning stop circuit system or the idling command system is not used.

  It can be predicted by voice or the like that "warning stop circuit system 13 is not used". This is an important recognition signal for letting the driver know when the warning stop circuit system 13 has stopped operating.

By configuring in this way, a warning stop system is used at the start of a car or the like where the most mistakes are made, and the warning stop circuit system 13 is configured not to work during normal operation after the start. This can prevent an unexpected engine stop when driving at high speed.
The accelerator operation sensing means 123 is always reset when the driver removes his / her foot from the accelerator, and whenever the accelerator device 5 is stepped on even slightly from the origin position A, the accelerator operation sensing means 123 starts operating. Configured.
Here, it is preferable that the first set time is set from a minimum of 0 seconds to a maximum of 3 seconds or less, and the second set time is set from a minimum of 3 seconds to a maximum of 20 seconds or less.

  Further, in order to prevent the voice from the voice annunciator signal or the accelerator recognition sound from being annoying, when the accelerator operation sensing means 123 is operated on the acceleration side of the automobile or the like, a sound or the like is generated, and the accelerator operation sensing means 123 is applied to the automobile. It is desirable to configure so as not to generate a sound or the like when operating on the deceleration side such as to eliminate useless signals and notify only during acceleration.

  The voice or the like of the voice annunciator device may be notified by a pleasant voice of a woman or a man, for example, “I am an accelerator” or “I will not use the warning stop circuit system”. Further, the accelerator recognition sound signal uses music that is comfortable to the ear, and the accelerator operation sensing means 123 may be generated any number of times when it operates in the increasing direction, and it is sounded when it operates in the decreasing direction. Set to not. The same applies to the first embodiment, the second embodiment, or the third embodiment.

This embodiment exerts a very important effect, and focuses on the fact that 90% or more of the accidental accidents of stepping on the accelerator occur at the time of transmission in a parking lot or the like.
Humans often make mistakes when making calls when they get into a car, etc., from the previous walking state, especially when they are distracted by something else, or when they make a mistake and get upset Many are known.
In addition, when backing up in a parking lot, when the body is turned to the right, it may start unconsciously and notice that the foot is moving from the brake to the accelerator, and it may turn and step further.

There are many accidents involving elderly people and women who are not confident in driving. Therefore, a mistake in stepping on the accelerator is extremely high in human mentality, and it is extremely important to notify the user many times by voice at the start of accelerator depression. It is noisy to sound many times, but if you feel “noisy”, you will notice a mistake.
Preventing accidents by recognizing mistakes by humans is the starting point of driving operations, and there has never been a devised approach to human psychology. A prevention device is provided.

On the other hand, when an automobile or the like stops suddenly when traveling at high speed, there is no doubt that a sudden stop impact will occur or a rear-end collision will occur.
Therefore, the present embodiment adds further advantages to the first, second and third embodiments by further reducing the practical application range.

This embodiment provides a control device that further enhances safety during high-speed traveling, and FIG. 35 is a block diagram showing an operation process of this embodiment.
As described above, most of the accidents of accidental stepping on the accelerator occur at the time of transmission, and the positions of the accelerator and the brake have already been recognized at the time of traveling at a high speed.
On the other hand, when an engine such as an automobile is stopped urgently during high-speed traveling, the inertia is so large that an impact of a sudden stop occurs or a rear-end collision of a following vehicle can be considered.
In this case, this embodiment provides a safer control device and control device that takes this into consideration, and it is misunderstood as a brake when a stepping error is a characteristic of human malfunction. Therefore, it pays attention to the characteristic that steps to the limit at once.

However, if you observe the driving state of a car or the like in detail, the speed will increase continuously as the accelerator is depressed from the time of stopping, so even if you make a mistake in stepping on the accelerator with the brake, you will reach a high-speed driving state at once. There is no.
Therefore, when an emergency stop of the engine occurs, this problem occurs at a speed of, for example, a critical speed Va = 5 to 50 km / hour or more during high-speed traveling with a large impact. If a person mistakenly steps on the accelerator at the time of transmission, the critical speed Va = 5 to less than 50 Km / hr and the engine is stopped until the engine stop position D. The engine stop signal is transmitted and the engine stops.

For example, a speedometer 71 with a speed control contact is attached to a mission apparatus 70 shown in FIGS. 16 and 35 via a connecting shaft 72, and a speed signal circuit 73 connected to the speedometer 71 with a speed control contact is The circuit disconnect relay 74 is connected.
When the speed control contact speedometer 71 is less than the critical speed Va shown in FIG. 35, the engine disconnect switch 74 is operated by the engine stop switch 9 or 112 to control the engine to stop.
If the circuit stop relay 74 is not activated when the signal of the engine stop switch 9 or 112 is deactivated when the critical speed Va is exceeded, the above-mentioned problem at high speed can be avoided.

The critical speed Va can be set to an appropriate speed by making the contact point of the speedometer with speed control contact 71 variable.
Therefore, during normal driving, if the engine stop switch 9 or 112 is not depressed to the operating position, the engine stop signal does not operate, and the engine does not stop unexpectedly even during driving at a critical speed Va or higher. There is no.
In this case, the warning switch 7 or the warning switch 111 may be inactivated as with the engine stop switch.

As described above, when the speedometer with speed control contact 71 is less than the critical speed Va, the warning device is operated by the warning switch 7 or 111, and when further depressed, the engine is stopped by the engine stop switch 9 or 112. To control.
If the warning stop circuit system 13 is not used via the circuit disconnection relay 74 by disabling the signal of the engine stop switch 9 or the engine stop switch 112 when the critical speed Va is exceeded, This problem can be avoided.

  FIG. 36 shows an operation block diagram of the seventh embodiment. In this embodiment, when the engine stop switch 13 in the fourth step is hit, the engine stop relay 131 is operated and the engine is stopped. However, at the same time, the engine stop holding relay 132 is operated and the engine stop state is maintained. Keep doing.

When the driver turns off the circuit selection switch 12 as the next operation, the engine stop holding relay is released, and when a “reset operation” is performed to turn it on again, the warning stop circuit system 13 is configured to return to an operable state. Has been.
Then, the engine can be restarted by turning on the ignition switch 11 next time.
This is because even if the engine stop switch is in the cut position 9b, the engine may be rotated automatically due to inertia and automatically run again.
Then, once the engine is stopped, it is started again, so that the purpose of stopping the engine cannot be achieved. Therefore, the engine stop state is maintained.

An example of a detailed circuit diagram of the seventh embodiment is shown in FIG.
The engine stop switch 9 is connected to the contact 9a when the engine is operating. However, when the engine stop switch 9 is in the cut position 9b, the coil of the engine stop relay 131 is excited and the contact is switched to 131b. Is cut off and the engine is stopped.
Once 9b is reached, at the same time, the coil of the engine stop holding relay 132 is excited and switched from the position 132a to the position 132b. Thereby, the engine stop state is maintained.

When the driver turns off the circuit selection switch 12 as the next operation, the excitation of the coil of the engine stop holding relay 132 is released, so that the driver returns to the position 132a.
When a “reset operation” is performed to turn it on again, the warning stop circuit system 13 is configured to return and be operable.
Then, the engine can be restarted by turning on the ignition switch 11 next time.

FIG. 38 shows an operation block diagram of the eighth embodiment.
With the recent development of automobiles and the like, a type of vehicle that is activated by a remote ignition button without using an ignition key has been developed.
In this type, since there is no ignition key, the engine 15 cannot be stopped even if the engine stop switch 9 is operated.
In this case, the collision can be mitigated by maintaining the idling state instead of stopping the engine.

FIG. 38 shows an operation block diagram of the eighth embodiment.
In the present embodiment, when the idling switch 133 in the fourth step is switched, an idling command is transmitted, and the idling relay enters an idling state. At the same time, the idling holding relay is excited and the idling state is continued.
When the driver turns off the circuit selection switch 12 as the next operation, the idling holding relay is released. When a “reset operation” is performed to turn it on again, the idling circuit system is configured to return to a normal state.
With this configuration, the engine is not stopped, but the idling state is continued, so that the impact can be reduced.

FIG. 39 shows an operation circuit diagram thereof.
When the connection of the idling switch 133 is switched from the contact 133a to the contact 133b, the coil of the idling relay 134 is excited, the connection is switched from the position 134a to the position 134b, and the accelerator turning angle sensor 136 is forcibly set to the idling position. Therefore, the engine is in an idling state.

At the same time, the coil of the idling holding relay 135 is excited, and the connection is switched from the position of 135a to the position of 135b. Thereby, the idling state is maintained.
When the driver turns off the circuit selection switch 12 as the next operation, the excitation of the coil of the idling holding relay 135 is released, so that it returns to the position 135a, and at the same time, the idling relay 134 also returns to release the idling state.
When a “reset operation” is performed to turn it on again, the idling circuit system returns and returns to the initial state.
Then, the engine can be restarted by turning on the ignition switch 11 next time.

    An idling switch 133 can be installed in the limit switch 54 shown in FIGS. 16 and 18 or in the throttle device 15a.

With this configuration, even in a vehicle that is activated by an ignition button, the impact caused by the collision can be greatly reduced by setting the engine to an idling state instead of stopping the engine.
[Modification]

This device includes the following modifications.
(1) As described above, after hitting the mechanical limit, the warning switch 111 and / or the engine stop switch 112 may be operated.

  (2) If the warning signal position C is omitted and the turning angle increases from the elastic repulsion position B, the next process and position can be configured to be the engine stop position D.

  (3) The function may be provided in the limit switch 54 instead of the warning switches 7 and 111 and / or the engine stop switches 9 and 112.

  (4) The warning switches 7 and 111 and / or the engine stop switches 9 and 112 are configured as a contact or non-contact switch other than the proximity switch.

  (5) The elastic repulsion means 20 may be fixed to any one other than the floor 2 shown in the embodiment.

  (6) The present invention can be applied to an accelerator wire specification vehicle in which the accelerator device 5 and the throttle device 15a are connected by the accelerator wire 5c, and the above-described accelerator-throttle device interlocking vehicle other than the accelerator wire specification.

  (7) The present invention can be applied not only to automatic specification vehicles but also to gear change specification vehicles.

  (8) The present invention can be applied to an electric vehicle and a hybrid vehicle in addition to a normal gasoline vehicle by controlling the engine or the drive motor.

    As described above, as an example of the use of the present invention, as described above, a new safety control function for preventing the vehicle from running away due to a travel control device for an automobile or the like, in particular, the accelerator pedal being accidentally stepped on with a brake pedal and overrunning. It is possible to provide a travel control device for an automobile or the like having a very high industrial utility value that can be applied to all vehicles easily and inexpensively.

DESCRIPTION OF SYMBOLS 1 Car body 2 Floor 3 Support bracket 3a Fixing means 4 Supporting shaft 5 Accelerator apparatus 5a Strike means 5b Pressing part 5c Accelerator wire 5d End part 6 Returning means 7 Warning switch 8 Warning apparatus 8a Sound or vibration generating apparatus 8b Visual indication apparatus 9 Engine Stop switch 10 Battery 11 Ignition switch 12 Circuit selection switch 13 Warning stop circuit system 14 Engine control computer 15 Engine 15a Throttle device 16 Ignition device 17 Fuel injector 18 Fuel tank 19 Fuel pump 20 Elastic repulsion means 21 Head portion 22 Deformation portion 23 Mounting plate 24 Fixing means 27 Strike means 28 Warning switch 29 Engine stop switch 30, 31 Visual indicating device 32 Resistor 51 Accelerator position transmitters 51a, 52a Fixing tool 52 Receiving motor 53 Connection signal 54 Limit Switch 55 Transmission shaft 56 Idling switch 70 Mission device 71 Speedometer with speed control contact 72 Connection shaft 73 Speed signal circuit 74 Circuit disconnect relay 101 Accelerator device 101r Accelerator arm 101a Accelerator position transmitter 101b Restoring means 101c Stopping means 101p Accelerator pedal 102 Pedal Mounting type warning stop device 103 Fixing tool 104 Base plate 105 Hinge 106 Front side plate 107 Rear side plate 108 Upper plate 109 Elastic repulsion means 109a Released state 110 Angle adjuster 110a Angle adjuster 111 Warning switch 112 Engine stop switch 113 Fixer 114 Liner 115 Waterproof / dustproof cover 116 Connection ear 117 Connection shaft 118, 119 Connection arm 120 Connection shaft 121 Connection ear 121a with a long hole Long hole 122 Acceleration operation detection lever 123 Le actuating sensing means 131 engine stop relay 131a contacts 131b contact 132 engine stop-holding relay 132a contacts 132b contacts 133 Idling switch 133a contacts 133b contacts 134 idling relay 134a contacts 134b contacts 135 idling holding relay 135a contacts 135b contact 136 accelerator turning angle sensor

Claims (9)

An accelerator device installed in front of the floor of a driver's seat of an automobile, an electric vehicle, or a hybrid vehicle (hereinafter referred to as “automobile” or the like) has a return means that always returns to the origin position A that is not stepped on. Is linked to an engine such as an automobile or a drive motor (hereinafter referred to as “engine”), and when it is stepped on from the origin position A, the turning angle becomes large and the elastic repulsion position B is reached. A first warning recognizing means for recognizing a malfunction by causing the driver's foot to feel that the vehicle has reached an excessive depression position by adding an elastic repulsive force by the means;
Further, when the turning angle becomes larger than the elastic repulsion position B, the warning signal position C is reached. When the warning switch is detected at the warning signal position C, the warning device is activated, and the driver is given one of sound, light, and vibration. Or a second warning recognition means for allowing the driver to recognize a warning signal based on a combination thereof;
When the turning angle further increases and the turning angle reaches the engine stop position D, any one of the engine control computer, the ignition device, the fuel injector, and the fuel pump, or a combination thereof, depending on the signal detected by the engine stop switch A third warning recognition stop means for stopping the engine by cutting off the power supply of any of the above, or lowering either or both of the power supply voltage and current to them, such as an automobile, etc. Travel control device. An accelerator device installed in front of the floor of a driver's seat of an automobile or the like has return means that always returns to an origin position A that is not depressed, and the accelerator apparatus is linked to an engine of an automobile or the like, and the origin position A To reach the maximum turning angle of the accelerator device,
When the pedal is further depressed, an elastic repulsion means such as a spring of a pedal-mounted warning stop device installed on the upper surface of the accelerator pedal is compressed to become an elastic repulsion position B, and an elastic repulsion force is applied to the driver's foot by the elastic repulsion means. A first warning recognizing means for recognizing a malfunction by causing the driver's foot to feel that the driver has reached an excessive depression position;
Further, when it is stepped over the elastic repulsion position B, it becomes a warning signal position C, and when the warning switch senses the warning signal position C, the warning device is activated, and the driver is given one of sound, light, vibration, or their A second warning recognition means for allowing the driver to recognize a warning signal by combination;
Further, when the engine is further depressed from the warning signal position to the engine stop position D, any one of the engine control computer, the ignition device, the fuel injector, and the fuel pump, or a combination thereof, depending on the signal detected by the engine stop switch. Traveling of an automobile or the like characterized by providing third warning recognition stop means for stopping the engine by cutting off the power supply or reducing either or both of the power supply voltage and current to them Control device.   The warning switch is not provided in the pedal-mounted warning stop device, but it is installed at an arbitrary position that is operated by turning the accelerator device, so that the engine stop position is less than the maximum turning angle or the stepping angle less than the full throttle position. 3. The travel control device for an automobile or the like according to claim 1, wherein a warning signal is issued at an arbitrary depression position within a range of D or less or an idling position or less.   In the pedal-mounted warning / stop device, the entire outer periphery of the pedal-mounted warning / stop device and / or the entire outer periphery of the warning switch and / or the electric / electronic device such as the accelerator operation switch is made of rubber, synthetic resin, cloth, etc. 4. The travel control device for an automobile or the like according to claim 2, wherein a protection function such as waterproof and dustproof is provided by sealing or substantially sealing with the waterproof and dustproof cover.   When the elastic repulsion means B is operated by depressing the accelerator, the initial repulsion force Mp is given to the elastic repulsion means B in advance, and the repulsive force is intermittently changed with respect to the repulsive force by the return means so far. The travel control device for an automobile or the like according to claim 1 or claim 2, or claim 3 or claim 4.   An accelerator device installed in front of the floor of a driver's seat of an automobile or the like has return means that always returns to an origin position A that is not depressed, and the accelerator apparatus is linked to an engine of an automobile or the like, and the origin position A The accelerator operation detecting means for detecting that the accelerator device is in operation is detected when it is stepped on from, and the timer starts operating when the accelerator operation detecting means detects, and the voice contact is activated when the first set time elapses. Then, by generating sound such as a voice annunciator signal or accelerator recognition sound signal, the driver is informed that acceleration is being performed by the accelerator, and recognizes that a stepping error with the brake is recognized. When the set time has elapsed, the second voice contact is activated, and the warning stop system or idling command system is not used for the driver by the second voice or the like. A circuit selection switch is activated after a second voice or the like is stopped after generating a voice or the like, and the warning stop circuit system or the idling command system is not used. A travel control device for an automobile or the like according to claim 3, claim 4, or claim 5.   In a traveling control apparatus such as an automobile, the engine stop switch is deactivated, the idling switch is deactivated, and / or the warning switch is deactivated at a traveling speed equal to or higher than the critical speed Va. The travel control device for an automobile or the like according to claim 1, claim 2, claim 3, claim 4, claim 5, or claim 6.   In a travel control device such as an automobile, when the engine stop switch is activated, the coil of the engine stop relay is excited and the contact is switched to stop the engine. At the same time, the engine stop holding relay is excited and the engine stop state is maintained. Thus, the engine is configured not to operate again due to the inertia at the time of traveling. Claim 1 or Claim 2 or Claim 3 or Claim 4 or Claim 5 or Claim Item 6. A travel control device for an automobile or the like according to claim 7 or 9.   In a travel control device such as an automobile, when it hits an idling switch, the idling relay coil is excited to enter an idling state, and at the same time, the idling holding relay coil is energized to forcibly hold the idling state. 8. The shock is mitigated by continuing to hold, according to claim 1, or claim 2, or claim 3, or claim 4, or claim 5, or claim 6 or claim 7. A travel control device for an automobile or the like.

Images