JP2021187351A - Erroneous pedaling accident prevention device - Google Patents

Abstract

To provide an erroneous pedaling accident prevention device which is higher than before in the detection accuracy of erroneous pedaling.SOLUTION: In an erroneous pedaling accident prevention device 1 having a detection part 5 for detecting a pedaling force of an accelerator pedal 3 of a truck 100, and a control part 9 for determining that the accelerator pedal 3 is operated in place of a brake pedal by mistake when the pedaling force detected by the detection part 5 exceeds a prescribed pedaling force threshold, and lowering an output of a drive mechanism 11 of the truck 100, the erroneous pedaling accident prevention device comprises a loading state acquisition part 9a for acquiring a loading state indicating whether or not the truck 100 is loaded vehicle loaded with a cargo, or an empty vehicle not loaded with the cargo. The control part 9 acquires the loading state from the loading state acquisition part 9a, and when the acquired loaded state is that of the loaded vehicle, the control part sets the pedaling force threshold to a value larger than that in the case of the empty vehicle.SELECTED DRAWING: Figure 1

Description

This disclosure relates to an accident prevention device for mistaken stepping.

In the case of a vehicle-like vehicle in which the accelerator pedal for acceleration operation and the brake pedal for braking operation are both operated with the right foot, the accelerator pedal is mistakenly stepped on as the brake pedal during braking operation to suddenly accelerate the vehicle. , There may be a mistake in stepping on a building.

On the other hand, since the accelerator pedal and the brake pedal have different purposes, the pedaling force such as speed and time at the time of depression is different. Therefore, there is a device that prevents an accident due to a mistake in stepping by detecting the stepping force of the accelerator pedal, determining that the pedaling force is the same as that of the brake pedal, and stopping the running.

For example, in Patent Documents 1 and 2, when the depression speed or acceleration of the accelerator pedal exceeds the threshold value, it is determined that the accelerator pedal is mistaken for the brake pedal, and the output cut or depression of the drive mechanism is invalidated. In Patent Document 3, the braking operation is performed when the accelerator pedal presses the kickdown switch.

Japanese Unexamined Patent Publication No. 2014-031153 Japanese Unexamined Patent Publication No. 2011-037419 Japanese Unexamined Patent Publication No. 2012-245853

In the structures described in Patent Documents 1 to 3, the threshold value of the pedaling force determined to be incorrect is constant, but the pedaling force of the accelerator pedal suitable for vehicle traveling differs depending on the vehicle weight. Therefore, when the vehicle weight changes depending on whether or not the vehicle is loaded, there is a discrepancy between the treading force when a mistake is actually made and the threshold value of the treading force which is judged to be a mistake. Sometimes I couldn't.

The present disclosure has been made in view of the above problems, and an object of the present invention is to provide a misstep accident prevention device having a higher accuracy of misstep detection than before.

One aspect of the present disclosure for achieving the above object is a detection unit that detects the pedal effort of the accelerator pedal of a traveling body, and the brake pedal is mistaken for a pedal force when the pedaling force detected by the detection unit exceeds a predetermined pedaling force threshold. It is a misstep accident prevention device equipped with a control unit that determines that the accelerator pedal has been operated and lowers the output of the drive mechanism of the traveling body, and whether the traveling body is a loaded vehicle loaded with cargo or an empty vehicle loaded with cargo. The control unit is provided with a load state acquisition unit that acquires the load state indicating the above, and the control unit acquires the load state from the load state acquisition unit, and when the acquired load state is a loaded vehicle, the pedaling force is higher than that of an empty vehicle. It is characterized in that the threshold value is set to a large value.

In the present disclosure, it is possible to provide a misstep accident prevention device having a higher accuracy of misstep detection than before.

The figure which shows the truck provided with the misstep accident prevention device which concerns on embodiment of this disclosure. An enlarged view of the accelerator pedal of FIG. The figure for demonstrating the state which the accelerator pedal of FIG. 2 is depressed. The figure which shows the relationship between the time when the accelerator pedal is depressed and the depressing depth. The flow diagram which sets the stepping force threshold value in the operation procedure of the stepping mistake prevention device. A flow chart for determining a mistake in stepping in the operation procedure of the accident prevention device for mistaken stepping.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings.

First, with reference to FIG. 1, a schematic configuration of a traveling body including the misstep accident prevention device 1 according to the embodiment of the present disclosure will be described. Here, the truck 100 is illustrated as a traveling body. As shown in FIG. 1, the truck 100 includes a drive mechanism 11, an accelerator pedal 3, and a misstep accident prevention device 1.

The drive mechanism 11 is a mechanism for traveling the traveling body. Specifically, the drive mechanism 11 includes an engine that generates power, a transmission that converts the power generated by the engine into an appropriate number of revolutions and torque, a drive shaft that transmits the power of the transmission to the drive wheels, a drive wheel, and an engine. Includes a clutch that engages and disengages power between the transmission and the transmission. The accelerator pedal 3 is a switch operated by the driver when issuing a command to accelerate the traveling body, and here, it is a foot-operated switch installed on the floor of the driver's seat in the cab.

As shown in FIGS. 2 and 3, the accelerator pedal 3 includes a pedal support bracket 13, a pedal 17, a rotating frame 19, and a fixed bracket 25.

The pedal support bracket 13 is a member for fixing the pedal 17 to the floor surface of the driver's seat, and is a plate material installed on the floor surface. The pedal 17 is a tread plate that the driver steps on when operating the accelerator pedal 3, and the lower end thereof is pivotally supported by the pedal support bracket 13 by the pedal shaft 17a. The pedal shaft 17a is an axis whose axial direction is parallel to the vehicle width direction of the truck 100, and when the driver depresses the pedal 17, the pedal 17 is oriented toward A1 in FIG. 2 with respect to the pedal shaft 17a, that is, in front of the truck 100. Rotate to.

The rotating frame 19 is a member that is pushed by the pedal 17 to rotate when the pedal 17 is depressed, and includes a movable bracket 27 and a link rod 23. The movable bracket 27 is a member that rotates around the bracket shaft 21 in the direction opposite to the direction in which the pedal 17 rotates when the pedal 17 is stepped on, and is above the pedal 17 in the driver's cab and in front of the track 100 from the pedal 17. It will be provided. The bracket shaft 21 has an axial direction parallel to the pedal shaft 17a, and a force that rotates in the direction of A1 in FIG. 2 is always applied by an urging member such as a spring (not shown). The link rod 23 is a rod that transmits the rotational force when the pedal 17 is stepped on to the rotating frame 19, and is projected from the movable bracket 27 toward the pedal 17, and the lower end thereof contacts the lower surface of the pedal 17. The fixing bracket 25 is a member that rotatably holds the rotating frame 19, and the bracket shaft 21 is fixed.

In this structure, when the pedal 17 is depressed, the pedal 17 rotates around the pedal shaft 17a in the direction of A1 in FIG. 2 and pushes down the link rod 23. When this force exceeds the force of the urging member of the bracket shaft 21, the movable bracket 27 rotates around the bracket shaft 21 in the direction of A2. The output of the engine of the drive mechanism 11 is determined according to this rotation angle. The accelerator pedal 3 shown in FIGS. 2 and 3 is provided with an accelerator opening sensor 5a for detecting the rotation angle, and the detected rotation angle is transmitted to an ECU (Engine Control Unit), which is a computer that controls the engine, as an accelerator opening signal. do. The ECU drives the engine with a fuel injection amount at which a desired acceleration can be obtained based on the accelerator opening signal.

The misstep accident prevention device 1 shown in FIG. 1 is mounted on the truck 100, and includes a detection unit 5, a control unit 9, a load state acquisition unit 9a, and a kickdown switch 7.

The detection unit 5 is a device that detects the pedaling force of the accelerator pedal 3. The stepping force means a physical quantity related to the movement of the stepping foot such as the stepping speed and the stepping time when the driver steps on the accelerator pedal 3.

The pedaling force differs depending on whether the driver depresses the accelerator pedal 3 or the brake pedal. Specifically, as shown in "normal accelerator operation" from time T0 to T1'in FIG. 4, the accelerator pedal 3 does not sharply deepen the depression depth in order to avoid sudden start especially at the time of starting. Therefore, the depression speed is slower than that of the brake pedal. On the other hand, in order to shorten the braking distance as much as possible, the brake pedal is depressed as quickly as possible to increase the depression depth as shown in the "brake operation" from time T0 to T1 in FIG. Therefore, the depression speed is faster than that of the accelerator pedal 3.

Further, since the accelerator pedal 3 can drive the truck 100 at a desired speed without performing a so-called "solid stepping" in which the stepping amount that maximizes the accelerator opening degree is continuously depressed, the accelerator pedal 3 is not normally stepped on. On the other hand, in order to continue braking, the brake pedal may be solidly stepped on as shown in the "brake operation" from time T1 to T1'in FIG.

Therefore, if the depression speed or depression time is in the state shown by the "brake operation" in FIG. 4 when the accelerator pedal 3 is depressed, there is a high possibility that the accelerator pedal 3 is depressed by mistake for the brake pedal. Therefore, by detecting the pedaling force of the accelerator pedal 3, the detection unit 5 can detect whether or not the accelerator pedal 3 is mistaken for the brake pedal.

The detection unit 5 in FIG. 1 is an accelerator opening sensor 5a. The deeper the depression depth of the accelerator opening sensor 5a, the larger the voltage as the accelerator opening signal. That is, the larger the accelerator opening, the higher the voltage is output. Therefore, the stepping speed can be detected from the voltage rising speed.

Further, since the accelerator opening sensor 5a is solid stepped at the time when the voltage is at the maximum value, the solid stepping time can be detected from the time when the voltage is maintained at the maximum value.

As described above, if the existing accelerator opening sensor 5a is configured to detect the pedaling force, it is not necessary to separately provide a load cell, a speed sensor, or the like for detecting the pedaling force as the detection unit 5.

The control unit 9 is a computer that determines that the accelerator pedal 3 has been operated by mistake for a brake pedal when the pedaling force detected by the detecting unit 5 exceeds a predetermined pedaling force threshold value, and issues a command to reduce the output of the drive mechanism 11 of the truck 100. .. Here, the ECU also serves as the control unit 9, but the control unit 9 may be a device different from the ECU. The control unit 9 is electrically connected to the accelerator opening sensor 5a, and an accelerator opening signal is output. The control unit 9 is also electrically connected to the drive mechanism 11 and can transmit a command to reduce the output to the drive mechanism 11. The command for lowering the output can be exemplified as a command for lowering the output transmitted to the drive wheels of the truck 100. Specific examples include an output cut command for reducing or reducing the fuel injection amount of the engine to zero, but a command for disengaging the clutch may also be used.

The pedaling force threshold value is the lower limit of the pedaling force that is determined to be depressing the accelerator pedal 3 by mistake for the brake pedal. The lower limit. When the lower limit of the stepping speed is set as the pedaling force threshold value, the control unit 9 sets the pedaling force threshold value when the rising speed of the voltage indicating the accelerator opening degree acquired from the accelerator opening sensor 5a exceeds a predetermined speed threshold value. Judge that it has exceeded.

In this way, by detecting the rising speed of the voltage indicating the accelerator opening as the stepping speed, it is possible to determine whether or not the stepping speed exceeds the speed threshold value without actually measuring the stepping speed of the accelerator pedal 3 with a speed sensor or the like. The control unit 9 can determine.

The speed threshold is measured by measuring the depression speed when operating the accelerator pedal 3 and when operating the brake pedal, within the range of the depression speed when operating the brake pedal, and when operating the accelerator pedal 3. A value outside the speed range may be used.

When the lower limit of the solid stepping time is set as the pedaling force threshold value, the control unit 9 sets the voltage indicating the accelerator opening degree acquired from the accelerator opening degree sensor 5a to a predetermined upper limit value and a predetermined predetermined time threshold value. Even if it has passed, it is determined that the pedaling force exceeds the pedaling force threshold.

By determining that the pedaling force threshold has been exceeded when the time when the voltage indicating the accelerator opening reaches the upper limit value has passed, the solid depression time of the accelerator pedal 3 is not actually measured. Can be determined by the control unit 9 whether or not the time exceeds the time threshold value.

The time threshold is measured when the accelerator pedal 3 is depressed and when the brake pedal is depressed, and the accelerator pedal 3 is operated within the range of the solid depression time when operating the brake pedal. A value that is outside the range of the solid stepping time may be used.

However, if it is determined that the stepping error is based on the solid stepping time, it may be determined that the accelerator pedal 3 is stepped on the wrong step when driving on a slope / starting, or when escaping from the stack on a snowy road, sandy ground, or mud. Therefore, when determining a stepping error based on the solid stepping time, the control unit 9 does not determine the stepping error when the truck 100 is located on an uphill slope of a predetermined inclination angle or more, so that the accelerator operation at the time of slope driving / starting is stepped on. It is possible to prevent it from being judged as a mistake. The predetermined inclination angle is an angle at which the vehicle does not move backward even if the brake is not stepped on, and can be acquired by ESC (Electronic Stability Control) or the like. Further, when the drive wheel of the drive mechanism 11 is idling, the control unit 9 does not determine the wrong step, so that it is possible to prevent the accelerator operation when escaping from the stack from being determined as the wrong step. The detection of slipping may be performed by acquiring the slip determination of ASR (Anti-Spin Regulator), or by determining that the slip is when the difference between the wheel speed and the vehicle speed is equal to or more than a predetermined value.

The loading state acquisition unit 9a is a device for acquiring the loading state, and is electrically connected to the control unit 9 to output a signal indicating the loading state to the control unit 9. Specific structures of the load state acquisition unit 9a include an acceleration sensor that is installed in the suspension component of the truck 100 and detects the load weight from the angular runout, and a pressure sensor that detects the load weight from the internal pressure of the air suspension bellows. If the braking control unit has a function to control the braking force according to changes in the vehicle weight and the center of gravity, the weight information is acquired. Therefore, even if the weight information acquired by this braking control unit is used. good. In this case, the braking control unit becomes the loading state acquisition unit 9a. Alternatively, the loading state acquisition unit 9a may not be a device for measuring the loading weight, but may be a switch for the driver to manually input whether the vehicle is loaded or empty.

When the loaded state acquired by the loaded state acquisition unit 9a is a loaded vehicle, the control unit 9 sets the pedaling force threshold value to a larger value than when the loaded vehicle is empty. Specifically, when the lower limit of the stepping speed is set as the stepping force threshold value, the speed threshold value is increased. When the lower limit of the solid stepping time is set as the pedaling force threshold value, the time threshold value is increased.

This is because the weight of the truck 100 is heavier in the case of a loaded vehicle than in the case of an empty vehicle, so that the output of the drive mechanism 11 required for traveling is increased, and the driver intentionally operates the accelerator pedal 3 accordingly. This is because the treading force when doing so also increases. Specifically, this is because the operation speed of the accelerator pedal 3 becomes faster and the solid stepping time becomes longer.

In this case, when it is determined that the stepping error at the time of loading is determined by the pedaling force threshold value at the time of empty vehicle, the accelerator pedal 3 is depressed faster than the empty vehicle or for a longer time than the empty vehicle in order to drive the truck 100 heavier than the empty vehicle. If this is the case, it may be mistakenly determined as a mistake. On the other hand, when it is determined from the pedaling force threshold value when the vehicle is loaded that the stepping error when the vehicle is empty, the pedaling force threshold value when the vehicle is loaded is too large as the thresholding force when the truck 100 of the empty vehicle is driven, and in the case of an empty vehicle. You may miss a mistake.

Therefore, by making the pedaling force threshold value in the case of a loaded vehicle larger than that of an empty vehicle, it is possible to reduce the possibility of erroneous detection of a mistake in stepping or overlooking a mistake in stepping, and it is possible to improve the detection accuracy of a mistake in stepping.

The pedaling force threshold value may be measured in advance in two ways, one for a loaded vehicle and the other for an empty vehicle, and stored in the control unit 9. However, three or more pedaling force threshold values may be stored according to the load weight.

The control unit 9 may use only one of the stepping speed and the solid stepping time for determining a stepping error. However, it is preferable to use both the stepping speed and the solid stepping time to determine the stepping error. Specifically, it is preferable that the control unit 9 transmits a command to lower the output of the drive mechanism 11 to the drive mechanism 11 when at least one of the stepping speed and the solid stepping time is determined to be a mistake in stepping. This is because it is less likely that you will miss a mistake.

For example, when starting the engine, the driver may press the ignition switch by depressing the brake pedal, but if the accelerator pedal 3 is pressed incorrectly at this time, the depressing speed is slow and the voltage rise speed is slow and the speed threshold is not exceeded. , The solid stepping time exceeds the time threshold.

Further, if the accelerator pedal 3 is accidentally stepped on while the truck 100 is being moved at a slow speed immediately before parking and stopping, the solid stepping time is short and the time threshold is not exceeded, but the stepping is quick. Exceeds the speed threshold. Therefore, it is preferable to determine that a stepping error is made when either the speed threshold value of the stepping speed or the solid stepping time exceeds the stepping force threshold value.

The kickdown switch 7 is a switch that switches ON / OFF when the accelerator pedal 3 is depressed deeper than the minimum depth of depression that maximizes the accelerator opening, and reduces the output when it is determined that the accelerator pedal is mistakenly depressed. It is used to determine whether or not it is.

As shown in FIGS. 2 and 3, the kickdown switch 7 is provided on the accelerator pedal 3 and includes a switch box 7a and a switch pin 7b.

The switch box 7a is a box-shaped container that houses contacts (not shown) that switch ON / OFF when pressed, and is connected to the rotating frame 19, and when the rotating frame 19 rotates, it rotates together in the same direction. .. A contact (not shown) is electrically connected to the control unit 9, and when the switch box 7a is switched ON / OFF, a change in the contact voltage is output to the control unit 9, and the change in the voltage causes the control unit 9 to change. Can know the switching of ON / OFF.

The switch pin 7b is a rod-shaped member projecting from one surface of the switch box 7a along the direction of A2, which is the direction in which the rotating frame 19 rotates when the accelerator pedal 3 is depressed. The switch pin 7b is urged in a projecting direction by a spring or other urging means (not shown), but when pushed in the direction opposite to the projecting direction against the urging force, the switch pin 7b is pushed into the switch box 7a. Then, a contact (not shown) in the switch box 7a is pressed. While pressing the contact, the kickdown switch 7 is switched ON / OFF.

In FIGS. 2 and 3, when the accelerator pedal 3 is stepped on and the rotating frame 19 rotates in the direction of A2, the switch box 7a also rotates in the direction of A2, and when the switch pin 7b comes into contact with the fixed bracket 25 and is pushed, it is turned on. / OFF is switched. More specifically, in the fixed bracket 25, when the switch pin 7b comes into contact with the stopper 29, which is a plate provided below in the rotation trajectory in the direction of A2 of the switch pin 7b, the switch pin 7b is switched on / off.

The depression depth of the accelerator pedal 3 when the kickdown switch 7 is switched ON / OFF is deeper than the minimum depression depth at which the voltage indicating the accelerator opening is maximum.

For example, the position of the pedal 17 shown by the solid line in FIG. 3A indicates a state in which the accelerator pedal 3 is not depressed, specifically, the position of the pedal 17 when the engine is idling. The state in which the pedal 17 is depressed from this state to the minimum depth of the depression depth at which the voltage indicating the accelerator opening becomes maximum is the state shown by the broken line in FIG. 3 (a) and the solid line in FIG. 3 (b). From this state, even if the pedal 17 of the accelerator pedal 3 is further depressed, the voltage indicating the accelerator opening does not increase. Therefore, if the driver wants to maximize the accelerator opening, it is sufficient for the driver to depress the pedal 17 to this depth.

On the other hand, the state in which the pedal 17 is depressed deeper than the minimum depth of depression where the accelerator opening is maximum is the state shown by the dotted line in FIG. 3 (b). Only in this state, the switch pin 7b comes into contact with the fixing bracket 25, and the kickdown switch 7 is switched ON / OFF.

The control unit 9 may cut the output only when the pedaling force exceeds the pedaling force threshold value and the kickdown switch 7 is pressed. Specifically, when the pedaling force detected by the detection unit 5 exceeds the pedaling force threshold value and the kickdown switch 7 is switched ON / OFF, a command to lower the output of the drive mechanism 11 of the truck 100 is transmitted to the drive mechanism 11. May be good.

The kickdown switch 7 is a switch that only switches ON / OFF when pressed, and cannot be used as the detection unit 5 because it cannot detect the stepping speed or the stepping time.

However, in normal accelerator operation, the pedal 17 is not depressed to the depth at which the kickdown switch 7 is switched ON / OFF. Therefore, if the pedal 17 is depressed deeply until the kickdown switch 7 is pressed, a mistake is made. It may have occurred. For example, when a driver makes a mistake in stepping, the driver may misunderstand that the reason why braking cannot be performed even if the pedal 17 which is considered to be a brake pedal is stepped on is because the step is shallow, and the driver may step deeper. Therefore, if the pedal 17 is depressed deeply until the kickdown switch 7 is pressed, there is a possibility that an error has occurred.

Therefore, by cutting the output only when the stepping force exceeds the threshold value and the kickdown switch 7 is pressed, the possibility of overlooking a mistake in stepping is further reduced.

The kickdown switch 7 is originally used as a switch to be operated when the driver intentionally wants to shift gears by operating the accelerator while driving. Specifically, in FIG. 4, when the driver intentionally wants to shift down at time T1'during the normal accelerator operation, the driver intentionally depresses the pedal 17 deeply while driving and the kickdown switch 7 is set. It may be switched ON / OFF. Such accelerator operation is also called kickdown. The kickdown switch 7 may be used as a switch for canceling an operation mode in which fuel efficiency is prioritized, which is called an eco mode.

Therefore, the kickdown switch 7 may be used not only for detecting a mistake in stepping but also for shifting or canceling the eco mode. However, in this case, the kickdown for the purpose of shifting or canceling the eco mode satisfies the condition of making a mistake in stepping, and there is a possibility that the control unit 9 issues an output cut command.

Therefore, it is preferable that the control unit 9 reduces the output of the drive mechanism 11 of the truck 100 only when the traveling speed of the truck 100 is equal to or less than a predetermined value. Specifically, when the pedaling force detected by the detection unit 5 exceeds the pedaling force threshold value and the traveling speed of the truck 100 is equal to or less than a predetermined traveling speed threshold value, the output of the drive mechanism 11 of the truck 100 is lowered. preferable. The traveling speed threshold value is the upper limit of the speed at which a mistake is likely to be stepped on, for example, the reverse speed when the vehicle is parked or stopped, and can be acquired by a speedometer or the like.

Since the kickdown is not performed when the vehicle is parked or stopped, the output of the drive mechanism 11 can be reduced only when the traveling speed of the truck 100 is equal to or less than the traveling speed threshold value to prevent the output from being reduced by the kickdown.

When the output of the drive mechanism 11 is reduced, the condition for ending the reduction and returning to the state before the reduction is when the condition for reducing the output of the drive mechanism 11 is no longer satisfied. Also, when the brake pedal is depressed, the output is no longer reduced. The purpose of lowering the output is to prevent accidents caused by mistakes, and it is not necessary to lower the output when the correct pedal is pressed.

The above is the description of the configuration of the misstep accident prevention device 1 according to the present embodiment.

Next, a procedure for operating the misstep accident prevention device 1 according to the present embodiment will be described with reference to FIGS. 5 and 6. In order for the stepping error prevention device 1 to determine a stepping error, it is necessary to set a pedaling force threshold value according to the loading state in advance. The procedure for setting the tread force threshold value will be described with reference to FIG.

First, the control unit 9 of the misstep accident prevention device 1 acquires the load state of the truck 100 from the load state acquisition unit 9a shown in FIG. 1 (S1 in FIG. 5). The timing for acquiring the loaded state may be when the engine is started or when the loaded state has changed. As for the loading state, the loading state acquisition unit 9a may automatically transmit a signal indicating the loading state to the control unit 9 at these timings.

Next, the control unit 9 sets the pedaling force threshold value according to the acquired loading state (S2 in FIG. 5). Specifically, when determining a stepping error based on the stepping speed, the speed threshold value of the voltage rising speed of the accelerator opening sensor 5a is set. When determining a stepping error based on the solid stepping time, set a time threshold value for the time when the voltage indicating the accelerator opening reaches the upper limit value. The above is the description of the procedure for setting the pedal effort threshold.

Next, an example of a procedure for determining a stepping error based on the set pedaling force threshold value will be described with reference to FIG. Here, a case where one of the stepping speed and the solid stepping time is determined to be a mistake in stepping and the output is cut when the kickdown switch 7 is pressed will be described as an example.

First, the control unit 9 acquires the vehicle speed by referring to the speedometer of the truck 100 and determines whether or not the acquired vehicle speed is equal to or less than the traveling speed threshold value. If it is equal to or less than the traveling speed threshold value, the process proceeds to S12, and if it exceeds the traveling speed threshold value, the process proceeds to S11-2 (S11 in FIG. 6).

When it is determined that the vehicle speed is equal to or lower than the traveling speed threshold value, the control unit 9 acquires a voltage indicating the accelerator opening degree from the accelerator opening degree sensor 5a (S12 in FIG. 6), and determines whether or not the voltage rising speed is equal to or higher than the speed threshold value. .. If it is equal to or higher than the speed threshold value, the process proceeds to S15, and if it is less than the speed threshold value, the process proceeds to S14 (S13 in FIG. 6).

When it is determined in S13 that the voltage rising speed is less than the speed threshold value, the control unit 9 has a voltage indicating the accelerator opening degree acquired from the accelerator opening degree sensor 5a at a predetermined upper limit value and a predetermined predetermined time threshold value. Judge whether or not the above has passed. If the voltage is at a predetermined upper limit value and the predetermined time threshold value has passed, the process proceeds to S15, and if the voltage is not the upper limit value or the time threshold value has not passed, the process proceeds to S11-2. (S14 in FIG. 6). The order of S13 and S14 may be reversed.

When proceeding to S15 in S13 or S14, specifically, when the stepping speed or the solid stepping time is a value determined to be wrong, the control unit 9 determines whether the kickdown switch 7 is pressed or not. Judge from. If it is determined that the kickdown switch 7 has been pressed, the process proceeds to S16, and if it is determined that the kickdown switch 7 has not been pressed, the process proceeds to S11-2 (S15 in FIG. 6). S15 may be carried out immediately before or after S11. On the contrary, S11 may be carried out immediately before or immediately after S15.

When it is determined that the kickdown switch 7 has been pressed in S15, the control unit 9 issues a command to lower the output to the drive mechanism 11 and returns (S16 in FIG. 6).

If the conditions are not satisfied in S11, S14, and S15, the control unit 9 returns without issuing a command to lower the output to the drive mechanism 11. At this time, if the command to reduce the output is being issued, the command to reduce the output is terminated and the process returns (S11-2 in FIG. 6).

The above is an explanation of an example of the procedure for determining a mistake in stepping.

In this way, the misstep accident prevention device 1 includes a detection unit 5 that detects the pedaling force of the accelerator pedal 3, a control unit 9 that lowers the output of the drive mechanism 11 when the pedaling force exceeds the pedaling force threshold, and a loading state acquisition unit that acquires the loading state. 9a is provided, and when the loaded state is a loaded vehicle, the pedaling force threshold is made larger than that of an empty vehicle.

In this configuration, in the case of loading, it is determined whether or not the accelerator pedal 3 is mistaken for the brake pedal with a pedaling force threshold value larger than that of an empty vehicle. In the case of a loaded vehicle, the pedaling force when there is no mistake in stepping is larger than in the case of an empty vehicle. Therefore, by making the pedaling force threshold value larger than that of an empty vehicle, the possibility of erroneous detection of a mistake in stepping or overlooking a mistake in stepping is reduced. Therefore, the accuracy of detecting a mistake in stepping is higher than before.

Although the present disclosure has been described above based on the embodiments, the present disclosure is not limited to the embodiments. It is natural for a person skilled in the art to come up with various modifications and improvements within the scope of the technical idea of the present disclosure, and these are also included in the present disclosure. For example, in the present embodiment, the voltage rising speed of the accelerator opening sensor 5a is used as the pedaling force, but the voltage rising acceleration may be used.

1: Accident prevention device for mistaken stepping 3: Accelerator pedal 5: Detection unit 5a: Accelerator opening sensor 7: Kickdown switch 7a: Switch box 7b: Switch pin 9: Control unit 9a: Loading status acquisition unit 11: Drive mechanism 13: Pedal support bracket 17: Pedal 17a: Pedal shaft 19: Rotating frame 21: Bracket shaft 23: Link rod 25: Fixed bracket 27: Movable bracket 29: Stopper 100: Track

Claims (7)

When the pedaling force detected by the detection unit exceeds a predetermined pedaling force threshold value, it is determined that the accelerator pedal has been operated by mistake as a brake pedal, and the driving mechanism of the traveling body is determined. It is a mistake prevention device equipped with a control unit that lowers the output of
A loading state acquisition unit for acquiring a loading state indicating whether the traveling body is a loaded vehicle loaded with cargo or an empty vehicle not loaded with cargo is provided.
The control unit
A misstep accident prevention device characterized in that the loaded state is acquired from the loaded state acquisition unit, and when the acquired loaded state is a loaded vehicle, the pedaling force threshold value is set to a larger value than in the case of an empty vehicle. The detection unit includes an accelerator opening sensor that detects the accelerator opening of the accelerator pedal and outputs a higher voltage to the control unit as the opening increases.
The first aspect of claim 1, wherein the control unit determines that the pedaling force exceeds the pedaling force threshold value when the rising speed of the voltage indicating the accelerator opening degree acquired from the accelerator opening degree sensor exceeds a predetermined speed threshold value. Accident prevention device for mistaken stepping. The detection unit includes an accelerator opening sensor that detects the accelerator opening of the accelerator pedal and outputs a higher voltage to the control unit as the opening increases.
The control unit determines that the pedaling force exceeds the pedaling force threshold value when the voltage indicating the accelerator opening degree acquired from the accelerator opening degree sensor has a predetermined upper limit value and a predetermined predetermined time threshold value has elapsed. The misstep accident prevention device according to claim 1 or 2 for determination. The control unit
Even when the voltage indicating the accelerator opening obtained from the accelerator opening sensor has a predetermined upper limit value and the predetermined time threshold has passed, the traveling body is uphill at a predetermined inclination angle or more. The misstep accident prevention device according to claim 3, which does not determine a misstep when located in. The control unit
Even if the voltage indicating the accelerator opening obtained from the accelerator opening sensor has a predetermined upper limit value and the predetermined time threshold has passed, if the drive mechanism is idling, a mistake is made. The misstep accident prevention device according to claim 3 or 4, which does not determine. The control unit
Any of claims 1 to 5 for reducing the output of the drive mechanism when the pedaling force detected by the detection unit exceeds the pedaling force threshold value and the traveling speed of the traveling body is equal to or less than a predetermined traveling speed threshold value. The accident prevention device for mistaken stepping described in item 1. A kickdown switch provided on the accelerator pedal, which is a switch that switches ON / OFF when the accelerator pedal is depressed deeper than the minimum depth of depression that maximizes the accelerator opening, is provided.
The control unit
The mistake according to any one of claims 1 to 6, wherein the output of the drive mechanism is lowered when the pedaling force detected by the detection unit exceeds the pedaling force threshold value and the kickdown switch is switched ON / OFF. Accident prevention device.

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