JPH0211424A - Device for detecting erroneous operation at the time of backing vehicle and safety device for erroneous operation - Google Patents

Abstract

PURPOSE:To prevent an accident caused by the sudden backward starting of a vehicle by providing a monitor means for outputting a backing operation signal when the detected value of a throttle opening detecting means exceeded a defined value while the backing of a vehicle is being detected by a backing detecting means. CONSTITUTION:A vehicle speed sensor 22 is provided in close vicinity to a rotor 21 provided on the output shaft of an automatic transmission while providing a gear position sensor on the shift lever 19 of the automatic transmission 11. Also, by providing an engine speed sensor 20, a throttle sensor 15, and a heart-beat sensor 24 for detecting the abnormality in mental condition of a driver and the output signals thereof are inputted into an electronic control circuit 26. In this electronic control circuit 26, if the detected value of throttle opening exceeds a defined value while the backing of a vehicle is being detected from the output of the gear position sensor, an erroneous signal is outputted while lighting a lamp 23 to warn of the erroneous operating condition. Also, at this time, a control for lowering the driving force of the vehicle is carried out.

Description

[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) The present invention can be used in vehicles such as automobiles where there is a risk of pressing the accelerator and brake incorrectly when reversing, and in particular, in vehicles such as automobiles where there is a risk of pressing the accelerator and brake incorrectly when reversing. Valid for vehicles that are

(Prior Art) In conventional vehicles, an accelerator pedal for accelerating the vehicle and a brake pedal for stopping the vehicle are disposed close to each other for ease of operation. Therefore, there is a risk of pressing the accelerator pedal and brake pedal incorrectly. Here, if the driver depresses the accelerator pedal with the intention of depressing the brake pedal, the vehicle will operate contrary to the driver's intention. In particular, in a vehicle driven by an automatic transmission, the driver cannot operate the crankshaft according to his/her will, so the vehicle starts suddenly.

In order to prevent such a sudden start of the vehicle that is contrary to the driver's intention, if the shift lever is switched from the neutral range to the drive range without pressing the brake pedal, the gear will be changed to the high speed side and the vehicle will start suddenly. Ganjin Toyama proposed a device for preventing this in Japanese Patent Application No. 63-060945.

According to this, if you accidentally press the accelerator pedal when trying to switch the drive range shift lever from the neutral range, the gear will be shifted to the high speed side, resulting in a sudden drop in driving force. This prevents a sudden start.

(Problems to be Solved by the Invention) However, if the accelerator pedal and the brake pedal are pressed incorrectly when the shift levers are in the same range, the above method cannot prevent the vehicle from starting erroneously. For example, when reversing the vehicle, the driver should
After putting the transmission into hack mode, the driver alternates between accelerator and brake to adjust the vehicle's speed. However, since the driver operates the accelerator and brake while looking behind the vehicle, there is a high possibility that the driver will press the accelerator and brake pedals incorrectly. In this case, since the transmissions are in the same range, malfunction cannot be prevented.

Therefore, in the present invention, the first technical problem is to detect the erroneous operation of the accelerator pedal and the brake pedal when the vehicle is reversing, and the second technical problem is to prevent the passengers of the vehicle from being harmed when the erroneous operation occurs. do.

[Structure of the invention]

(Means for Solving the Problem) The first technical means used in the present invention to solve the first technical problem is to detect when the vehicle is reversing, as an erroneous operation detection device when the vehicle is reversing. A backward movement detection means, a throttle opening degree detection means for detecting the amount of depression of the accelerator pedal, and a throttle opening degree detection means connected to the said backward movement detection means and the throttle opening degree detection means, and when the backward movement detection means detects the backward movement of the vehicle, the throttle opening degree detection means detects the amount of depression of the accelerator pedal. monitoring means for outputting an erroneous operation signal when the value detected by the degree detection means exceeds a predetermined value;
This means that we have the following.

In addition, the second technical means used in the present invention to solve the first technical problem is a reverse detection means for detecting when the vehicle is reversing, and an accelerator pedal as an erroneous operation detection device when reversing the vehicle. Throttle opening change amount detection means for detecting the amount of change in the amount of depression of The present invention further includes a monitor means for outputting an erroneous operation signal when the value detected by the degree change amount detection means exceeds a predetermined value.

Furthermore, the third technical means used in the present invention to solve the first technical problem is a reverse operation detecting device for detecting when the vehicle is reversing, and a reversing detecting means for detecting when the vehicle is reversing; A mental state detecting means for detecting the mental state of the driver is connected to the reversing detecting means and the mental state detecting means, and when the reversing detecting means detects the reversing of the vehicle, the driver's mental state detected by the mental state detecting means is connected to the reversing detecting means and the mental state detecting means. The present invention further includes a monitor means for outputting an erroneous operation signal when the above condition occurs.

Further, the fourth technical means used to solve the second technical problem is the fourth technical means used to solve the second technical problem. In addition to the erroneous operation detection device when the vehicle is reversing as the second or third technical means, the present invention further includes a safety means that reduces the driving force of the vehicle when the erroneous operation detection device outputs an erroneous operation signal.

Furthermore, the fifth technical means used to solve the second technical problem is the first one. In addition to the erroneous operation detection device when reversing the vehicle according to the second or third technical means, there is further provided a display means to inform the driver of the erroneous operation when the erroneous operation detection device outputs an erroneous operation signal.

(Function) According to the first technical means, the backward movement detection means detects the backward movement of the vehicle, and the throttle opening degree detection means detects the depression angle of the accelerator pedal. When the driver is reversing the vehicle, if the driver depresses the accelerator pedal while intending to use the brake pedal, the driver depresses the accelerator pedal in an attempt to stop the vehicle and apply the brakes, so the amount of pressure applied to the accelerator pedal is normally This is an area that you should not step into when the vehicle is backing up.

When the vehicle enters this region, the monitor means outputs an erroneous operation signal to detect an erroneous operation when reversing.

In the first technical means, an erroneous operation is not detected unless the depression angle of the accelerator pedal is so high that it cannot be in a normal state. In order to detect erroneous operations even more quickly, a second technical means is used.

According to the second technical means, the backward movement detection means detects the backward movement of the vehicle, and the throttle opening change amount detection means measures the amount of change in the depression angle of the accelerator pedal. If the driver depresses the accelerator pedal, intending it to be the brake pedal, when the vehicle is backing up, the vehicle accelerates backwards, and the driver suddenly tries to apply the brakes in an attempt to stop the vehicle. At this time, the accelerator pedal is depressed, so the amount of change in the depression angle of the accelerator pedal becomes much larger than when the accelerator is depressed normally. Detecting this, the monitor means outputs an erroneous operation signal, and erroneous operation during reversing can be detected.

The throttle opening detection means and the throttle opening change amount detection means in the first and second technical means described above may detect the actual depression angle of the accelerator pedal of the vehicle, but instead of detecting the engine speed or the throttle valve The vehicle speed may be estimated by detecting the fuel injection state of the fuel injection device or the intake air amount of the engine. Alternatively, vehicle speed may be detected. If control is performed using the angle of the accelerator pedal, engine speed, throttle opening, fuel injection status of the fuel injection device, or intake air amount of the engine, changes in vehicle speed can be detected before changes occur, so the vehicle speed can be detected. Detection can be performed more safely and reliably than when detecting.

According to the third technical means, the reversing detection means detects the reversing of the vehicle, and the mental state detecting means detects the mental state of the driver of the vehicle. If the driver depresses the accelerator pedal while intending to use the brake pedal when the vehicle is backing up, the speed of the vehicle will suddenly increase. Therefore, the driver's mental state becomes abnormal. At this time, the monitor means outputs an erroneous operation signal, so that erroneous operation during reversing can be detected. The mental state detection means can detect the driver's heart rate and determine that there is an abnormality when the heart rate increases abnormally or the rate of increase in the heart rate is high, but it can also measure the driver's electrocardiogram and brain waves. It may also detect an abnormality.

According to the fourth technical means, if an erroneous operation is made when reversing, the driving force of the vehicle is reduced, so the speed of the vehicle does not increase after the erroneous operation is detected, and the dangerous situation can be minimized. can.

According to the fifth technical means, if the driver makes an erroneous operation when reversing the vehicle, the driver can quickly recognize the erroneous operation and take appropriate action, thereby minimizing the dangerous situation.

(Example) An example embodying the technical means of the present invention will be described based on the accompanying drawings.

An output shaft of a vehicle engine 10 is connected to an input shaft of an automatic transmission 11 via a torque converter. An output shaft 12 of the automatic transmission 11 drives tires 13. A rotor 21 is disposed on the output shaft 12 of the automatic transmission 11 .

A vehicle speed sensor 22 is installed near the rotor 21. The vehicle speed sensor 22 is a rotation sensor having a non-contact pink up coil, and generates a signal with a frequency proportional to the rotation speed of the output shaft 12 of the automatic transmission 11 and the number of teeth of the rotor 21 as the rotor 21 rotates. .

The output of vehicle speed sensor 22 is sent to electronic control circuit 26 .

By operating the shift lever 19, the automatic transmission 11 changes the gear ratio and switches between forward and bank modes. The shift lever 19 is equipped with a position sensor, which sends a signal to the electronic control circuit 26 when the shift position is bank.

An engine rotation sensor 20 is connected to the engine 10 and transmits a signal at a frequency corresponding to the engine rotation speed to an electronic control circuit 26.

An engine control circuit 25 is connected to the engine 10. The engine control circuit 25 is a control circuit that controls fuel injection timing. The engine control circuit 25 transmits a signal corresponding to the fuel injection time to the electronic control circuit 26.

The amount of air taken into the engine is adjusted by a throttle/nottle valve 14. The throttle valve 14 is equipped with a throttle sensor 15, which is an angle sensor, and transmits a signal corresponding to the opening degree of the throttle valve 14 to an electronic control circuit 26.

The heartbeat sensor 24 is a sensor installed in the steering wheel of the vehicle, and measures the driver's heartbeat and transmits it to the electronic control circuit 26. This heart rate sensor was developed by patent application 1986-11.
Since it is disclosed in detail in Japanese Patent No. 6328, the explanation will be omitted here.

The lamp 23 lights up when energized, is connected to the electronic control circuit 26, and is turned on by the output of the electronic control circuit 26.

The accelerator pedal 17 controls the opening degree of the throttle valve 14 via the link 16. Link 1 with reference to Figure 2
The structure of No. 6 will be explained.

The link 16 includes a plate 41 that rotates together with the shaft 40 and an output member 31 . An intermediate member 33 that rotates around the shaft 40. It has an input member 34 and a human power member 37. The plate 41 has pieces 41a and 41b that restrict the rotation range of the input member 37. The manpower member 34 has a piece 34a that comes into contact with the arm 33a of the intermediate member 33.

The intermediate member 33 has a piece 33c that comes into contact with the side surface 31b of the output member 31. A spring 32 is disposed between the arm 33a of the intermediate member 33 and the output member 31. Teeth are provided on the outer periphery of the input member 37 and engage with the output gear 42b of the reduction gear 42. The reduction gear 42 is the input gear 4
2a, and engages with a pinion 44 fixed to the output shaft of the motor 18. A link 43 is attached to the shaft of the reduction gear 42 and the output shaft of the motor 18 so that the respective shafts can rotate. This link 43 is the actuator 45
It is connected to the shaft 45a of.

The actuator 45 is a solenoid that has two states, and functions to press the shaft 45a toward the link 43 when it is on.

The output member 31 has a cable 35 connected to the throttle valve 14 shown in FIG. 1 to control the opening degree of the throttle valve.
is connected. When the output member 31 rotates in the a1 direction, the cable 35 rotates the throat/nottle valve in the opening direction. The input member 34 includes the accelerator pedal 1 shown in FIG.
7 and is connected to a cable 30 that operates according to the depression angle of the accelerator pedal. When the accelerator pedal is depressed, the input member 34 rotates in the direction a1 in the drawing.

When the actuator 45 is off, the link 43 is pulled toward the actuator 45, so the reduction gear 4
The second output gear 42b no longer engages with the teeth of the input member 37. At this time, the throttle valve is rotated by the movement of the accelerator pedal, regardless of the rotation of the motor 18. When the accelerator pedal is depressed, the input member 34 is rotated by the cable 30. At this time, the piece 34a of the input member comes into contact with the arm 33a of the intermediate member 33, causing the intermediate member 33 to rotate. The output member 31 rotates in synchronization with the intermediate member 33 due to the action of the spring 32. The intermediate member 33 drives the cable 35, and the throttle valve is rotated by the cable 35.

When the actuator 45 is in the on state, the link 43 engages the output gear 42b of the reduction gear 42 and the teeth of the human power member 37. When the motor 18 rotates in the direction a5 in the figure, the reduction gear 42 rotates in the direction a4 in the figure, and the input member 37
rotates in the direction a1 in the figure. End surface 37a of input member 37
When it rotates until it comes into contact with the piece 41a of the plate 41,
The input member 37 rotates the plate 41 in the direction a1 in the drawing. The rotation of the plate 41 causes the output member 3I to rotate in the a1 direction, pull the cable 35, and rotate the throttle valve in the direction to open it.

When the motor 18 rotates in the direction a6 shown in the figure, the speed reducer 4
2 rotates in the direction a3 in the figure, and the input member 37 rotates in the direction a2 in the figure. The end surface 37b of the input member 37 is connected to the plate 4
When the input member 37 rotates until it comes into contact with the piece 41b of
rotates the plate 41 in the direction a2 in the figure. The rotation of the plate 41 causes the output member 31 to rotate in the direction a2 in the figure, and the cable 35 rotates in the direction to close the throttle valve.

Here, when the motor 44 is rotating in the direction a6 in the figure, when the accelerator pedal is depressed, the input member 34 rotates, and the intermediate member 33 rotates accordingly. However, the clockwise rotation of the output member 31 is restricted due to the contact between the end surface 37b of the input member 37 and the piece 41b of the plate 41.
The movement of the accelerator pedal does not affect the throttle valve since the spring 32 only stretches. Therefore, the throttle/stole valve can be closed regardless of the movement of the accelerator pedal.

The motor 18 and actuator 45 of this link 16 are controlled by an electronic control circuit 26. The electronic control circuit 26 includes a microcomputer and operates according to the flowcharts shown in FIGS. 3 to 8. Incidentally, this electronic control circuit 26 has a timer inclination and two input inclinations. The variables used in the flowcharts shown in Figures 3 to 8 are as shown in Figures 9-a and 9.
A summary is shown in Figure b.

First, I will explain about human-powered increments. A vehicle speed signal from a vehicle speed sensor 22 and an engine rotation signal from an engine rotation sensor 20 are connected to two input terminals of the electronic control circuit 26, each of which includes a manual increments. If an interrupt occurs due to the rise or fall of the vehicle speed signal during the execution of the main routine (described later), the seventh
Input increment 1 in the figure is executed. When the manual increment l is executed, data D4 is substituted into the vehicle speed chattering timer C1 (step 144).

Data D4 indicates the chattering removal time, and is enough time data to sufficiently remove chattering that is estimated to occur when the signal from the vehicle speed sensor 22 rises and falls. Next, set the vehicle speed chattering timer C1 to 1.
This vehicle speed chattering timer C is decremented by
When the input voltage of the vehicle speed input terminal remains Hi until the value of 1 becomes 0, the process advances to step 147 (steps 145, 146, 154), where it is determined whether the input signal is chattering or not. If chattering occurs before time D4 elapses when the vehicle speed input signal is switched, the input increment 1 routine ends and the vehicle speed is not updated. In step 147, the vehicle speed measurement timer PCI is incremented, and only when the incremented value reaches a value N1 corresponding to the number of teeth of the rotor 21, the vehicle speed measurement timer PCI is cleared to O and the vehicle speed flag is set to I. , assign the value obtained by subtracting the variable M1 from the timer TM to the variable VP, and set the timer TM to the variable Ml.
Assign the value of (step ribs 148 to 152). As described later, the timer TM indicates the current time,
The value of variable M1 indicates the time when the variable vpO value was last updated. That is, here, the time required for the rotor 21 to rotate once is determined and substituted into the variable VP. When this calculation is completed, the process returns to the main routine.

When an interrupt occurs due to the rise or fall of the engine rotation signal during execution of the main routine to be described later, input increment 2 shown in FIG. 8 is executed. When input interact 2 is executed, the value of engine speed measurement timer PC2 is incremented, and this timer PC2 is incremented.
When the value of 2 becomes constant N2, the value M is sent from the timer TM.
Assign the value obtained by subtracting 2 to variable T2, and set variable T2 to constant N2.
Assign the divided value to variable EP. Further, the engine flag is set to 1, the value of the engine rotation speed measurement timer PC2 is cleared to O, and the value of the timer TM is substituted into the variable M2 (steps 155 to 161). The value of variable M2 indicates the time when the value of variable EP was last updated. therefore,
The variable EP is updated when the engine rotational speed interrupt occurs N2 times, and the average period of the engine rotational signal among the N2 interruptions is assigned to the variable EP. When this calculation is completed, the process returns to the main routine.

A predetermined time T during the execution of the main routine, which will be described later.
When i has elapsed, an interrupt is generated and the timer included in FIG. 6 is executed. When timer inclination is executed, first, timer TM is executed.

Throttle opening change measurement timer CTO1, vehicle speed change measurement timer CVO, heart rate change measurement timer CHO, and engine speed change measurement timer CE, which will be described later.
Each value of O is incremented by 1 (steps 1283-128e). After this, an operation is performed to remove chattering from inputs of shift position, throttle opening, and heart rate. When the shift position chattering timer execution flag ES is 1, the shift position chattering timer TS is decremented.

And this shift position chattering timer TS is O.
When this happens, the shift position chattering timer execution flag ES is set to 0, and the shift position chattering timer end flag FS is set to 1 (steps 129 to 133).

When the throttle opening chattering timer execution flag ET is 1, the throttle opening chattering timer TT is decremented. When the throttle opening chattering timer TT reaches 0, the throttle opening chattering timer execution flag ET is set to 0, and the throttle opening chattering timer end flag FT is set to 1 (steps 134 to 138). Further, when the heart rate chattering timer execution flag EH is 1, the heart rate chattering timer TH is decremented. and,
When the heart rate chattering timer TH reaches 0, the heart rate chattering timer execution flag EH is set to O, and the heart rate chattering timer end flag FH is set to 1 (steps 139 to 143). After this, the program returns to the main routine.

Here, the main routine of the electronic control circuit 26 will be explained with reference to FIGS. 3-a and 3-b.

When the electronic control circuit 26 is powered on and started, first, the memory and input/output ports are initialized (step 50). Next, the position of the shift lever 19 is read (step 51), and if the read value is the same as the contents of the shift position buffer BS, the process advances to step 56 (step 52). ; When the sales value differs from the contents of the shift position buffer BS, the read value is assigned to the shift position buffer BS, the shift position chattering timer execution flag ES is set to 1, and the shift position chattering timer TS is set to the initial value. Update to value NS (step 53
~55). Here, the shift position chattering timer execution flag ES is set to 1 and the shift position chattering timer TS is updated to the value NS, so the shift position chattering timer execution flag ES is set to O after the time NS in the timer included process. Then, the shift position chattering timer end flag FS is set to 1.

When the shift position chattering timer end flag FS becomes 1, the contents of the shift position buffer BS are assigned to the shift position control memory MSO, and the shift position chattering timer end flag FS is set to 0 (steps 56 to 5).
8). In other words, after the read value differs from the contents of the shift position buffer BS, if the read value differs from the contents of the shift position buffer BS again during the elapse of time NS, the value of the shift position chattering timer TS is updated again. , only if there is no change in the read value for a period of time NS after the read value finally differs from the contents of the shift position buffer BS, the shift position control memory MSO
The value of is updated. Similarly, in steps 59 to 66, the throttle opening is read and the throttle opening control memory MTO is updated, and in steps 67 to 74, the heart rate is read and the heart rate control memory MTO is updated. It will be done.

After the above processing, the vehicle speed is calculated. In the above-mentioned human-powered incravator 1, the time VP for one revolution of the rotor 21 is determined, and when the vehicle speed flag becomes 1, step 7
6, the vehicle speed is calculated. To calculate vehicle speed, rotor 2
1, the radius Rt of the tire 13, and a constant α proportional to the gear ratio between the tire 13 and the output shaft 12 of the automatic transmission 11. The obtained value is the variable M
(2) The flag is assigned to 0 (step 77), and the vehicle speed flag is set to 0 (step 78).

Next, the engine speed is calculated. In the input ink club 2 mentioned above, the average period E of the engine rotation signal
When P is determined and the engine flag is set to 1, the engine rotation is calculated in step 80. The engine rotation speed is determined as the reciprocal of the average period EP of the engine rotation signal. The obtained value is assigned to the variable MEO (step 81), and the engine flag is set to 0 (step 82).
.

The reason for dividing the above calculation of vehicle speed and engine speed into the input increments and the main routine is to save time in processing the input increments.

Thereafter, when the shift position control memory MSO is in the reverse range, that is, when the vehicle is about to bank, the process jumps to step 85, and when it is outside the reverse range, the process jumps to step 84 (step 83). In step 84, other controls 1, such as speed change control of an automatic transmission, etc., are performed, and the process returns to step 51.

In steps 85 to 90, the amount of change in throttle opening is calculated and processed. First, the contents of the throttle opening control memory MTO are compared with the variable MTl (step 85). The variable MTI is the contents of the throttle opening control memory MTO when the amount of change in the throttle opening was calculated last time, and the contents of the throttle opening control memory MTO from the time when the amount of change in the throttle opening was calculated last time. When there is a change in the throttle opening change amount VT (MTOMTI
)/CTO is substituted (step 86).

In the next step 87, the throttle opening change measurement timer 〇TO is cleared, and in step 88, the current throttle opening control memory MTO is assigned to the variable MTI, so the throttle opening change iVT includes the current throttle opening change (7) The value obtained by subtracting the throttle opening from the previous calculation from the throttle opening and dividing by the elapsed time from the previous calculation to the present is substituted. After this calculation, when the throttle opening change IVT is larger than the predetermined value PT, the deceleration subroutine of step 111 is executed,
When the throttle opening change fJVT is smaller than the predetermined value PT, the process moves to the next step (step 89).

Similarly, the amount of change in vehicle speed, heart rate, and engine speed is determined, and the deceleration subroutine and free subroutine are selected depending on the amount of change.

Regarding the vehicle speed, in steps 91 to 95, when the vehicle speed change amount VV is larger than the predetermined value PV, a deceleration subroutine is executed, and when the vehicle speed change amount ■■ is smaller than the predetermined value PV, the process moves to the next process. Step 9 for heart rate
7 to 101, the heart rate change filVH is a predetermined value P
When the heart rate change iVH is larger than H, the deceleration subroutine is executed, and when the heart rate change iVH is smaller than the predetermined value PH, the process moves to the next step.

Regarding the engine speed, in steps 103 to 107, when the engine speed change iVE is larger than the predetermined value PE, a deceleration subroutine is executed, and when the engine speed change amount VE is smaller than the predetermined value PE, the process moves to the next step.

Next, the fuel injection time is read (step 10).
8) When the fuel injection time is greater than the predetermined value MN, the deceleration subroutine is executed and the fuel injection time is increased to the predetermined value MN.
A free subroutine is executed when it is less than (
Step 109).

Note that this free subroutine is executed if there is no jump to the deceleration subroutine of step 111 in steps 85-107. Once the deceleration subroutine or free subroutine has been executed, the process proceeds to step 84.

Here, the deceleration subroutine will be explained with reference to FIG. In step 112, if the deceleration timer is not running, the deceleration timer is started. Next, the lamp 23 is instructed to turn on (step 114), the actuator 45 is instructed to turn on (step 115),
Steps 116 to 118) instruct the motor 44 to rotate in the direction a6 in FIG. 2 until the throttle opening becomes zero. Then motor 4
4 is stopped (step 119), and the subroutine is ended. According to this deceleration subroutine, the throttle valve is returned to the closed position regardless of whether the accelerator pedal is depressed, so the vehicle is no longer accelerated.

Next, the free subroutine will be explained with reference to FIG. In step 121, if the deceleration timer is not running, step 12 instructs the lamp 23 to turn off.
0), instructs the actuator 45 to turn off (step 121), and ends the subroutine. According to this free subroutine, the throttle valve is opened in response to depression of the accelerator pedal.

Other specific examples of the deceleration subroutine and free subroutine are shown in FIGS. 9 and 10. Here, when the deceleration subroutine is executed, an ignition timing delay signal is sent to the engine control circuit 25. This delays the ignition timing of the engine, lowering the engine speed and preventing sudden acceleration.

Furthermore, when the free subroutine is executed, the sending of the ignition timing delay signal to the engine control circuit 25 is stopped. As a result, the engine's ignition timing returns to normal and normal acceleration is performed.

In this embodiment, the throttle valve is closed when an erroneous depression is detected, but as shown in FIG. 11, a sub-throttle valve 150 is provided separately from the throttle valve, and the sub-throttle valve is controlled by a motor 151. You can do it like this. In this case, the deceleration subroutine will be as shown in Figure 12, and the free subroutine will be the first one.
It will look like Figure 3.

In the deceleration subroutine of FIG. 12, in step 163, if the deceleration timer is not running, the deceleration timer is started. Next, an instruction is issued to turn on the lamp 23 (Step 165), and an instruction is issued to the motor 151 to rotate the throttle valve in the closing direction until the throttle opening of the sub-throttle valve becomes zero (Steps 167 to 169). ). After that, motor 151
rotation is stopped (step 170), and the subroutine ends. According to this deceleration subroutine, the opening degree of the sub-throttle valve becomes O, so the amount of fuel supplied to the engine decreases, and the vehicle is no longer accelerated regardless of whether the accelerator pedal is depressed.

In the free subroutine of FIG. 13, in step 171, if the deceleration timer is not running, the lamp 23
Instructs the motor 51 to turn off the light (step 172), and instructs the motor 51 to rotate in the direction in which the throttle valve opens until the throttle opening of the sub-throttle valve reaches its maximum (steps 173 to 175). After that, the rotation of the motor 151 is stopped (step 176),
End the subroutine. According to this free subroutine, the subthrottle valve will be fully open, so
The throttle valve will now open in response to the depression of the accelerator pedal.

As explained above, in this embodiment, ■ When the amount of change in throttle opening is more than the predetermined value PT, ■ When the amount of change in vehicle speed is more than the predetermined value PV, and ■ When the amount of change in heart rate is more than the predetermined value PH. When: ■ When the amount of change in engine speed is greater than or equal to the predetermined value PE; and ■ When the fuel injection time is greater than or equal to the predetermined value MN. Any one of the five items from ■ to ■ above is satisfied. When the accelerator pedal is pressed by mistake,
A deceleration subroutine is executed. Furthermore, if all of the five items from (1) to (2) above are not satisfied, it is assumed that the erroneous depression of the accelerator pedal has been canceled, and the free subroutine is executed.

In this example, the amount of change was used as the condition, but
In addition, ■When the throttle opening becomes more than a predetermined value.■When the vehicle speed becomes more than a predetermined value.■When the heart rate becomes more than a predetermined value.■When the engine speed becomes more than a predetermined value. ] When the fuel injection time is equal to or greater than a predetermined value, the five conditions are met, and when all of the five items from ■ to [phase] above are satisfied, the deceleration subroutine is executed;
The free subroutine may be executed when all of the five items of [phase] are not satisfied.

In this embodiment, detection of erroneous depression and cancellation of erroneous depression are performed based on a plurality of conditions, but detection and cancellation of erroneous depression may be performed using only one or a combination of the conditions. For example, when the throttle opening is at least a predetermined opening and the opening changes by more than the predetermined opening within a predetermined period of time, this may be regarded as an erroneous operation, and the sootl valve may be prevented from opening beyond the predetermined opening. In this example, the vehicle speed sensor 22
゜Engine rotation sensor 20. The engine control circuit 25° heart rate sensor 24, etc. are no longer required.

In this example, the depression of the accelerator pedal is detected by detecting the opening degree of the throttle valve, but the same effect can be obtained by measuring the angle of the accelerator pedal itself, the amount of intake air in the engine, and the engine negative pressure. is obtained.

In this embodiment, as the mental state detection means for detecting the mental state of the driver, a means is used that measures the heart rate and detects abnormalities based on changes in the heart rate. It is also possible to detect disturbances such as the following.

In this embodiment, the throttle valve and sub-throttle valve are operated to decelerate the engine, but instead of closing the throttle valve, a valve is provided in the engine intake system to reduce the amount of intake air or to cant the fuel. The driving force of the engine may be reduced. Even if the brakes are forcibly applied in the event of an erroneous operation, the driving force can be reduced.

The electronic control circuit according to the embodiment of the present invention includes an engine rotation sensor,
It is connected to the vehicle speed sensor, shift lever position sensor, and throttle sensor. Therefore, by focusing on the control circuit of the automatic transmission connected to each of these devices and incorporating this circuit into a part of this control circuit, the present invention can be implemented in a small size and at low cost.

〔Effect of the invention〕

According to the present invention, it is possible to detect an erroneous operation when the driver depresses the accelerator pedal with the intention of depressing the brake pedal when reversing the vehicle. Therefore, it is possible to predict accidents that may occur due to a sudden start backwards.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment using the erroneous depression detection device of the present invention. FIG. 2 is a perspective view of the link 16 of the embodiment of FIG. 3-a and 1-b are flowcharts of the main routine of the electronic control circuit 26 of the embodiment of FIG. FIG. 4 is a flowchart of the deceleration subroutine of the electronic control circuit 26 of the embodiment shown in FIG. FIG. 5 is a flow chart of the free subroutine of the electronic control circuit 26 of the embodiment shown in FIG. FIG. 6 is a flow chart of the timer included in the electronic control circuit 26 of the embodiment shown in FIG. 7 and 8 show the electronic control circuit 2 of the embodiment shown in FIG.
6 is a flowchart of the input interrupt of step 6. FIGS. 9 and 10 are flowcharts of other examples of a deceleration subroutine and a free subroutine used in place of FIGS. 4 and 5. FIG. 11 is a block diagram of another embodiment of the invention. FIG. 12 is a flowchart of the deceleration subroutine of the electronic control circuit 26 in the embodiment of FIG. FIG. 13 is a flowchart of the free subroutine of the electronic control circuit 26 of the embodiment shown in FIG. FIG. 14 is a diagram showing the contents of variables used in the flowcharts of FIG. 3-a, FIG. 3-b, FIGS. 4-10, FIG. 12, and FIG. 13. DESCRIPTION OF SYMBOLS 10... Engine, 11... Automatic transmission, 12... Output shaft, 13... Tire, 14... Throttle valve, 15... Throttle sensor, 16... Link, 17...・Accelerator pedal, 18 ・ ・ 19 ・ ・ 20 ・ ・ 21 ・ 22 ・ ・ 23 ・ ・ 24 ・ ・ 25 ・ ・ 26 ・ ・ 30 ・ ・ 31 ・ ・ 1b 32 ・ ・ 33 ・ 3a 3c 34 ・ ・ 4a 35 ・ ・ 37 ・ ・ ・Motor, ・Shift lever, ・Engine rotation sensor, ・Rotor, ・Vehicle speed sensor, ・Lamp, ・Heart rate sensor, ・Engine control circuit, ・Electronic control circuit, ・Cable, ・Output member, ・・・Side surface, ・Spring, ・Intermediate member, ・Arm, ・One piece, ・Input member, ・One piece, ・Cable, ・Input member, 37a, 37b---end surface, 40...shaft, 41... Plate, 41a, 41b...-piece, 42... Reduction device, 42a... Human power gear, 42b... Output gear, 43... Link, 44... Pinion, 45...・Actuator, 45a...Shaft, 150...Subthrottle valve, 151...Motor

Claims (5)

[Claims] (1) Reverse detecting means for detecting when the vehicle is reversing; Throttle opening detecting means detecting the amount of depression of the accelerator pedal; Connected to the reversing detecting means and the throttle opening detecting means; An erroneous operation detection device when a vehicle is reversing, comprising: monitoring means for outputting an erroneous operation signal when the value detected by the throttle opening detection means exceeds a predetermined value while detecting the reversing of the vehicle. (2) Reverse detecting means for detecting when the vehicle is reversing; Throttle opening change amount detecting means for detecting the amount of change in the amount of depression of the accelerator pedal; Connected to the reversing detecting means and the throttle opening change detecting means. and a monitor means for outputting an erroneous operation signal when the value detected by the throttle opening change detection means exceeds a predetermined value when the backward movement detection means detects the backward movement of the vehicle; Erroneous operation detection device. (3) Reversing detection means for detecting when the vehicle is reversing; mental state detecting means for detecting the mental state of the driver of the vehicle; connected to the reversing detecting means and the mental state detecting means, and the reversing detecting means detecting when the vehicle When detecting the retreat of
An erroneous operation detection device when a vehicle is reversing, comprising: a monitor means for outputting an erroneous operation signal when the mental state of the driver detected by the mental state detection means is above. (4) A safety device comprising the erroneous operation detection device when reversing the vehicle according to claim (1), (2) or (3), further reducing the driving force of the vehicle when the erroneous operation detection device outputs an erroneous operation signal. A safety device for rear operation when reversing the vehicle. (5) The erroneous operation detection device when reversing the vehicle according to claim (1), (2) or (3) is provided, further comprising a display means to inform the driver of the erroneous operation when the erroneous operation detection device outputs an erroneous operation signal. Equipped with a safety device for rear operation when reversing the vehicle.