JPH03224834A - Automobile control device with accelerator pedal - Google Patents

Abstract

PURPOSE:To eliminate the necessity of a stepping change from an accelerator pedal to a brake pedal by so actuating and controlling an engine throttle valve and a brake respectively as to satisfy specific conditions on the basis of an accelerator pedal stepping force or the like. CONSTITUTION:The stepping force of an accelerator pedal 1 or stepping displacement in an automobile is detected with a stepping force or stepping displacement detection device 2. On the basis of the detected value, an engine throttle valve drive device 4 and a brake fluid pressure generation device 6 are respectively controlled with a control device 3, thereby driving an engine throttle valve 5 and a brake 7 respectively. In this case, when the aforesaid detected value is equal to or above the first predetermined value, the throttle valve 5 is closed. Also, when the value is equal to or above the second larger predetermined value, brake pressure is adjusted, and when the value is less than the second predetermined value, the brake pressure is released. In addition, when the value is equal to or below the third predetermined value near zero, the throttle valve 5 is kept closed.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an accelerator pedal braking system for automobiles, in which the brake is actuated by depressing the accelerator pedal of the automobile with a pressing force or depressing displacement above a certain level. It is.

7 [Prior Art] Conventionally, braking of automobiles has been performed only by an accelerator pedal, a brake pedal independent of the accelerator pedal, and a handbrake. For this reason, in an emergency, accidents occur due to the mistake of pressing the accelerator pedal with the brake pedal or due to the empty running distance caused by switching from the accelerator pedal to the brake pedal. To improve this, for example,
Many inventions and ideas have been disclosed regarding the structure of a pedal that allows one pedal to operate both the accelerator and the brake (Japanese Unexamined Patent Application Publication No. 16127-1989, Japanese Unexamined Patent Publication No. 49-16127,
-61826 publication, Utility Model Application Publication No. 56-64826,
Utility Model Application No. 57-48131, Utility Model Application No. 59-7213
Publication No. 0, etc.).

These are intended to provide accelerator and brake functions at all times, not only in emergencies, but with a single pedal operation. Both of these systems select the accelerator and brake functions based on the difference in the position on the same pedal where the pedal force is applied.

For this reason, it is not always easy for the driver to distinguish between the two functions, and the risk of erroneously pressing the brake when applying the brake in an emergency has not been satisfactorily resolved.

In Japanese Patent Application Laid-Open No. 54-155529, the accelerator pedal depression force and depression speed are detected, and if either of them is depressed to a predetermined value or higher, the engine throttle valve is continuously operated after that. A device is disclosed for occluding and applying the brakes to bring the vehicle to an emergency stop. Furthermore, in Japanese Utility Model Application Publication No. 61-47762 by the same applicant, the accelerator of the engine is continuously stopped when the speed of the accelerator pedal exceeds a certain level or the depression acceleration is detected, and furthermore, the accelerator of the engine is stopped continuously when the accelerator pedal speed exceeds a certain level or the depression acceleration is detected. When detected,
Discloses a device that continuously operates the brakes to bring an automobile to an emergency stop. In these inventions and ideas,
After the accelerator pedal depression force, displacement, speed, or acceleration reaches a certain standard, even if it falls below the standard value again, the engine continues to stop accelerating and the brakes are activated. It continues until an operation is performed, such as turning off the ignition switch (9-Japanese Unexamined Patent Publication No. 54-155529) or releasing the accelerator pedal and then pressing it again (Japanese Utility Model Application No. 61-47762). These systems automatically guide the vehicle to a stop when an emergency stop is required, even if the driver performs an emergency operation and the vehicle becomes inoperable due to an accident. can be done reliably. However, on the other hand, in some cases where an emergency stop is not necessary, such as when the accelerator pedal is suddenly, strongly or deeply depressed with the intention of sudden acceleration, these devices
There is a danger that the emergency braking system will activate and lead to an accident. Japanese Utility Model Application Publication No. 61-47762 discloses a mechanism in which a spring is placed so that its compression begins at a displacement slightly shallower than the displacement of the accelerator pedal at which emergency braking starts, and the driver is made to sense the position at which emergency braking starts. is disclosed as an example. However, even with this method, it is difficult to sufficiently prevent erroneous operations.

10- [Problems to be Solved by the Invention] The object of the present invention is to provide an emergency braking device for a motor vehicle that improves the above-mentioned drawbacks of conventional inventions and ideas.

[Means to solve the problem]

The present invention is a braking device for a motor vehicle using an accelerator pedal, and is provided in claim 1.2.3.4.5.6.7.
It has the characteristics described in item 8 or 9.

[Effect]

The device according to claim 1 of the present invention operates as follows. When the driver presses the accelerator pedal,
The accelerator pedal functions as a normal accelerator pedal within a range below a predetermined pedal force or pedal displacement, and when the pedal is depressed beyond this predetermined range, the engine throttle valve is first closed, and then the engine throttle valve is closed when the pedal is depressed beyond a certain limit. This activates the brakes. The strength of the brake is adjusted according to how much the accelerator pedal is depressed, and at this time the accelerator pedal functions as if it were a brake pedal. When the pressure on the accelerator pedal is relaxed beyond a certain limit, the brake is released.

However, the engine throttle valve remains closed, and the normal function of the accelerator pedal is restored after the accelerator pedal pressure is relaxed to a point close to release. Compared to a method that selects the accelerator and brake functions based on the position where the pedal is applied, the method according to the present invention selects both functions based on the strength of the pedal force applied to the same position or the depth of the pedal. is simpler,
Misapplications during emergency braking are also reduced. With this device, not only emergency braking but also normal braking can be performed with a single accelerator pedal.

In the device set forth in claim 2, in the device set forth in claim 1, when the accelerator pedal is depressed, the engine A reaction force generating means is added in which the reaction force of the accelerator pedal increases rapidly at a pressure or depth slightly before the throttle valve is closed. This device can more reliably detect that the normal accelerator pedal is about to lose its function as an accelerator pedal due to a sudden increase in the reaction force than the conventional device (Japanese Utility Model Publication No. 61-47762). , the driver can sense this, and can avoid the risk of erroneously pressing the brake when the driver does not intend to apply the brake.

The device according to claim 3 is the device according to claim 1 or 2, when the accelerator pedal is operated before the brake is actuated by depressing the accelerator pedal. When the pedal is depressed strongly or deeply, the opening degree of the engine throttle valve increases at a constant rate (for example, 0.5
seconds). This makes it possible to brake the automobile without accelerating it by depressing the accelerator pedal faster than a certain level until the brake is activated. Therefore, it is easier to apply the brake in normal situations, not only in emergencies, by using the accelerator pedal.

In the device according to claim 4, in the operation of the device according to claim 1.2 or 3, when the accelerator pedal is depressed to function as a brake pedal,
If the accelerator pedal is depressed more strongly or deeply beyond a certain predetermined limit, the maximum brake force will be applied and will remain in effect until a predetermined release operation is performed.

That is, by strongly or deeply depressing the accelerator pedal, the vehicle can be brought to an emergency stop. With this device, before the maximum strength brake is applied, the strength of the brake changes depending on the strength or depth of depression of the accelerator pedal, and the accelerator pedal acts as if it were a normal brake pedal. There is a range of depression that can be used, which reduces the risk of unnecessary emergency stops due to erroneous depression.

14- In the device according to claim 5, in the operation of the device according to claim 1.2 or 3, a certain predetermined limit of the depression of the accelerator pedal to function as a brake pedal is set. If you continue to press the brake pedal for a certain period of time, the brakes will be activated to the maximum strength, and the brakes will remain in place until the specified release operation is performed.
Maximum brake operation continues. In this device, claim 4
It has the same effect as the described device, and if the driver accidentally depresses the accelerator pedal so strongly or deeply that the maximum brake force is activated,
If the pressure on the accelerator pedal is weakened within a short period of time, a sustained maximum braking operation will not occur, further reducing the risk of an unnecessary emergency stop due to an erroneous pedal press.

The device according to claim 6 is the same as the device according to claim 1.2 or 3, but is additionally provided with an impact sensor for detecting an impact on the vehicle body.

In the operation of this device, when the accelerator pedal is depressed strongly or deeply beyond a certain predetermined limit for functioning as a brake pedal, a considerable impact is applied to the vehicle body. When this happens, the maximum strength of the brake is applied, and the maximum brake operation continues until a predetermined release operation is performed. With this device, when the driver senses danger while the vehicle is moving and depresses the accelerator pedal strongly or deeply enough to activate the maximum braking force with the intention of making a sudden stop, the driver detects an obstacle in front of the vehicle. Even if the driver becomes unable to control the vehicle due to an accidental collision with another object, the maximum braking will continue to be applied by detecting the impact of the collision, and the vehicle will be able to automatically bring the vehicle to a stop. . In addition, if the driver accidentally depresses the accelerator pedal so strongly or deeply that the maximum brake force is applied, unless there is an impact such as a collision with the vehicle body, the accelerator pedal will not be depressed. When weakened, sustained maximum braking does not occur, reducing the risk of unnecessary emergency stops due to erroneous pedal presses.

In the device according to claim 7, in the device according to claim 4.5 or 6, the accelerator pedal is depressed sufficiently strongly or deeply. A device is added that issues an alarm by light or sound when the brakes are activated.

As a result, when the maximum brake is applied, an emergency stop can be automatically notified both inside and outside the vehicle.

In the device according to claim 8, in the device according to claim 1.2.3.4.5.6 or 7, the brake is operated by anti-lock control, In the device according to claim 4.5 or 6, in which sudden braking can be performed at all times without loss of steering performance, the maximum strength of the brake is activated to bring about an emergency stop. In particular, safety is improved.

In the device set forth in claim 9, in the device set forth in claim 1, 2.3.4.5.6.7, or 8, the accelerator pedal is pressed beyond a predetermined range. The engine throttle valve is closed and the clutch is disengaged at the same time. As a result, even if the accelerator pedal is unintentionally depressed to such an extent that the normal acceleration function is lost, there will be no sudden deceleration due to the closing of the engine throttle valve, thereby increasing safety. The clutch is reconnected when normal accelerator pedal function is restored.

〔Example〕

A block diagram of an embodiment of the apparatus set forth in claim 1 is shown in FIG. In this block diagram, (1
), (2), (4), (5), (6) and (7) are
It is something that can be easily constructed using a known technique, or it is a known technique itself.

The control device (3) is composed of an electronic circuit including a microprocessor, memory, and input/output interface, and operates according to a program written in the memory in advance. A pedal force or pedal displacement is detected by a pedal force or pedal displacement detection device (2) operatively connected to the accelerator pedal (1). The pedal force or pedal displacement detecting device (2) can be easily configured using a known load sensor, potentiometer, or the like. The control device (3) is B
- Read the detection signal (for example, a signal converted to voltage) in the pedal force or pedal displacement detection device (2), and based on this, the engine throttle valve drive device (4) and the brake fluid pressure generator (6). ) outputs an electrical signal (for example, a voltage signal) instructing the operation. Based on the output signal of the control device (3), the engine throttle valve drive device (4) or brake fluid pressure generator (6) drives the engine throttle valve (5) or brake (7), respectively. do. Throttle valve drive device (
4) consists of an actuator that converts the electrical output signal (for example, voltage signal) of the control device (3) into a mechanical operation for driving the throttle valve, and can be easily constructed using known techniques. The brake generator (6) is connected to the control device (
It converts the electrical output signal (for example, voltage signal) of 3) into brake fluid pressure for driving the brake, and this is also a type of actuator and is a known technology.

A flowchart of the operation of the control device (3) is shown in FIG. When the engine key is turned on (900), 19- First, in (901), the command value S of the opening degree of the engine throttle valve and the command value B of the brake fluid pressure are initialized to zero. Next, the value F of the accelerator pedal depression force or depression displacement detected by the device (2) is read (902). Next, in step (904), the detected value F is compared in magnitude with a predetermined set value Fc1 (>O). If the detected value F is not larger than +F c 1, (
906), the instruction value (for example, voltage output) S for transmitting the opening degree of the engine throttle valve to the engine throttle valve drive device (4) is determined by 5=ks・(F−F
c3). The throttle valve driving device (4) realizes an opening of the throttle valve proportional to this command value S in a range where the throttle valve is not fully open. When the indicated value S increases and the throttle valve reaches full open,
Even if the indicated value S rises above this value, the throttle valve remains fully open. Here, ks is a positive proportionality coefficient, Fc
3 is a predetermined positive constant smaller than Fcl and close to zero. Then, the process returns to step (902). Stella 20
- In step (904), if the detected value F is larger than Fcl, proceed to (90B) and set S to zero. In other words, it instructs the engine throttle valve to be closed.

Next, in step (910), the detected value F is compared in magnitude with the set value Fc2. Here, Fc2 is Fc
This is a constant set larger than l.

If F>Fe2, proceed to (912) and set the instruction value B that instructs the magnitude of the hydraulic pressure to the brake hydraulic pressure generator (6) to B=, kB ・(F-F c2) .

The brake fluid pressure generator (6) realizes a brake fluid pressure proportional to this instruction (1. Here, kB is a positive proportionality coefficient.Subsequently, in (913), the detected value F is read. , returns to (90B'). - In step (910), if F) is not Fe2, the process proceeds to (914) and B=O is set. In other words, an instruction is given to release the brake fluid pressure. Next, in step (916), the magnitude of F is compared with Fc3, and if F<Fe2, the process proceeds to (913), and if F<Fc3, the process returns to (902). The indicated value S of the throttle bar 21-lube opening is ks◆(F
It is desirable to set the constant ks so that the throttle valve is fully open when the value exceeds cl-Fc3) or a value somewhat lower than this.

The same applies to all the following examples.

A block diagram of an embodiment of the apparatus set forth in claim 2 is shown in FIG. A feature of the embodiment shown in FIG. 1 is that a reaction force generating means (8) is added. The reaction force generating means (8) generates the depression force versus depression displacement characteristic of the accelerator pedal as shown in FIG. Due to the pedal force or pedal displacement that causes the engine throttle valve to close,
When the pedal force or pedal displacement is somewhat low, the pedal force suddenly increases (suddenly decreases) in response to an increase (decrease) in the pedal displacement. When the driver depresses the accelerator pedal, the driver can sense that there is a pedal force or pedal displacement just before the throttle valve of the engine is closed.

FIG. 5 shows an example of the structure of an accelerator pedal incorporating this reaction force generating means. When the accelerator pedal 22- (30) is depressed, the rod (36) is displaced. While the displacement is small, the reaction force of the pedal is generated by the weak spring (32), and the reaction force increases gradually as the depression displacement increases. This corresponds to the area (21) of the curve in FIG. As the depression becomes deeper, the flange (37) fixedly attached to (36) will move to (32).
The spring (34), which is stronger than
). Therefore, the reaction force of the accelerator pedal is
It rapidly increases discontinuously with respect to displacement.

This is the part (22) of the curve in FIG.

When the accelerator pedal is further depressed, the reaction force of the accelerator pedal is exerted by the strong spring (34) in addition to the spring (32).
) increases as the restoring force increases with compression. This is the area (23) of the curve in FIG. Fourth
In the figure, the positions on the curves of the predetermined pedal forces or pedal displacements described in claims 1.2.3 and 4 are indicated by symbols from ■ to ■, respectively. Further, the position on the curve of the fifth predetermined 23- pedal force or pedal displacement, which will be described later, is also indicated by the symbol ■.

A flowchart of the operation of the control device (3) in this embodiment is shown in FIG. In this embodiment, which has an accelerator pedal reaction force generating means, for a value Fc4 of the pedal force or depression displacement where the accelerator pedal reaction force rapidly increases,
Throttle valve opening instruction (is, ks ・(F
c4-Fc3) or a value slightly lower than this, so that the throttle valve is fully open.
It is desirable to set a value for the constant kS. In all of the following embodiments, the accelerator pedal reaction force generating means (8
).

A block diagram of an embodiment of the apparatus set forth in claim 3 is shown in FIG. 1 or 3. Control device(
Flowcharts of the operation 3) are shown in FIGS. 6 and 7. This is an example in which a function of delaying the opening of the engine throttle valve in response to the depression of the accelerator pedal by a predetermined time is added to the device described in claim 1. 624- As shown in the figure, when the engine key is turned on (200), first, in step (202), variables are initialized, and the command value S of the opening degree of the engine throttle valve, the brake fluid A variable t corresponding to the number of repetitions of the pressure indication value B5 and a variable F(0) are set to zero. Subsequently, in step (204), the variable t is updated to the value of t+1. Next, in (206), the detected value F of the pedal force or pedal displacement is read. Next, in (20B), the value of F is compared with the set value Fcl. If the detected value F is larger than Fcl, the process proceeds to (216), where the instruction value S for the opening degree of the engine throttle valve is updated to zero and an instruction is given to close the throttle valve.

Continuation < (216) The following flow is (908 in Figure 2)
) The flow is similar to the following. In step (208), if the detected value F is less than or equal to the set value Fcl, the process advances to the time delay subroutine (212). A flowchart of the time delay subroutine is shown in FIG. Step (300)
When the subroutine is started, in (302), the value of 25-detected (aF) is stored in the variable F(t).Next, for a predetermined positive constant τ, t- τ and zero (304)
Compare with. Here, τ corresponds to a delay time added to the response time until the control device (3) instructs the opening of the engine throttle valve in response to depression of the accelerator pedal. For the delay time T, the constant τ is calculated from step (204) in FIG.
If the processing time for going through the loop (206) → (20B) → (212) → (204) is Tc, then τ=T
/Tc. In step (304), t-
If τ is less than zero, the process proceeds to (306), where the value of ks◆(F(0)-Fc3) is assigned to the variable 81 and stored. If the difference t-τ is positive, proceed to (308) and set variable 8
1, assign the value of ks◆(F(-τ)-Fc3),
Remember. Next, proceed to (310) and set k to variable 82.
s order (F (t) - Fc3) is assigned and stored. Next, in (312), the values of Sl and 82 are compared, and Sl is
If it is 82 or more, the command value S of the engine slot 26-le valve is set to the value of variable 82 in (314). and,(
315), the variables F(t) and F(-1) are compared in magnitude. If F (t) > F (t-1)
If so, proceed to (316) and change the value of variable F(0) to F(
t-1). Subsequently, the variable t is updated to zero, the process proceeds to (322), and this subroutine ends.

In step (315), F (t)>F (t-1
), proceed to (322) and end this subroutine.

In step (312), if Sl is smaller than 82, in (320), the instruction value S of the engine throttle valve is set to the value of variable 81, and then in (322), this subroutine is executed. end.

When the subroutine ends in step (322), the sixth
As shown in the figure, the process returns to (204). According to this subroutine, the instruction fl(t) for the opening degree of the engine throttle valve at time t is the engine throttle valve opening degree when no time delay is given to the response of the engine throttle valve to the pedal force or pedal displacement. For the indicated opening degree SO(27-1), S(t)=[5O(t-1'),
t'=minimum value in the range from 0 to T]. Here, the constant T is the delay time of the response described above.
1, 3, FIG. 10, or FIG. 14, which will be described later, are diagrams of the embodiment of the apparatus set forth in claim 4.

A flowchart of the operation of the control device (3) is shown in FIG. This is an example in which the feature of the device described in claim 4 is added to the device described in claim 1. Steps (400) to (412), (41
The flow up to 6) is from (900) in Figure 2,
The flow is the same as that up to (912) and (916). Following step (412), in (41B), the detected value F
is compared with a predetermined set value Fc5. The set value Fc5 is a constant set to a predetermined value larger than the set value Fc2. If the detected value F is less than or equal to Fc5, (417)
Proceed to and read the detected value F. Then, the process returns to (408). Conversely, in (41B), if F is larger than Fc5, the process proceeds to (420) and the command value B of the rake hydraulic pressure is set to the maximum [Bmax].

Thereby, the brake fluid pressure generating device (6) realizes the maximum brake fluid pressure. The process then proceeds to the maximum brake release routine (422). In step (416), the detected value F is compared with the set value Fc3, and F<Fc
If it is 3, the process returns to (402), and if F<Fc3, the process proceeds to (417).

The embodiment of the maximum brake release routine (422) is shown in the ninth example.
．． This is shown in Figure 11 or 12. When the maximum brake release routine is described in the flowchart shown in FIG.
A block diagram of the apparatus according to the present invention is shown, for example, in FIG. A feature of the present invention is that a brake pedal (13) depression force or depression displacement detecting device (14) is added to the block diagram of the embodiment of the device according to claim 1 shown in FIG. In this device, the control device (3)
The system reads not only the accelerator pedal but also the detected value of the depression force or depression displacement of the brake pedal and controls the engine throttle valve and brakes. If the maximum brake release routine 29- is described by the flowchart shown in FIG. 11, a block diagram of the claimed apparatus is shown, for example, in FIG. 1 or FIG. 3. When the maximum brake release routine is described by the flowchart shown in FIG. 12, the device according to the present claim has the configuration shown in the block diagram of FIG. 1 with an additional switch that can be operated by the driver. Ta,
For example, it is shown in FIG. Here, the control device (3) can detect the operating state of the switch using an electrical signal.

In the embodiment shown in FIG. 9, the routine is started (5
00) and (501), the detected value F is read. Subsequently, in (502), the detected ff1F is compared with the set value Fc3. If the detected value F is greater than or equal to Fc3, return to (501), and if F is smaller than Fc3,
Proceeding to (503), the detected value of the pedal force or pedal displacement of the brake pedal is read. Next, step (
504), the detected value is set to a predetermined set value D close to zero.
Compare with c(>0). If the detected value is less than Dc,
Returning to (501), if D is larger than Dc, 30
- Proceed to (506) and set the brake fluid pressure instruction value B to zero. The process then proceeds to step (508), ends this routine, and returns to step (402) in FIG. That is, by releasing the accelerator pedal and depressing the brake pedal to a certain extent, the state in which the maximum strength of the brake is applied is released.

In the embodiment shown in FIG. 11, when the maximum brake release routine is started in step (600), (601
), read the detected value F. Continuing, (602)
In this step, the detected value F is compared with the set value Fc3.

If the detected value F is greater than or equal to Fc3, return to (601);
If F exceeds Fc3 and is smaller, the process proceeds to (604) and the instruction value B is set to zero. Subsequently, in (606), this routine is ended and the process returns to step (402) in FIG. That is, by releasing the accelerator pedal, the state in which the maximum strength of the brake is applied is released.

In the embodiment shown in FIG. 12, at step (700), the maximum brake release routine is started (31-), and at (701), the detected value F is read. Subsequently, in (702), the detected value F is compared with the set value Fc3. Detection ([If F is greater than or equal to Fc3, (70
Return to 1), if F is smaller than Fc3 (704)
Go to and check the status of the release switch. If the release switch is not on, the process returns to (701), and if it is on, the process proceeds to (706), where the command value B of the brake fluid pressure is set to zero. Next, the process advances to (70B), this routine is ended, and the process returns to (402) in FIG. That is, by releasing the accelerator pedal and operating a specific release switch, the state in which the brakes are applied at the maximum strength is released.

A block diagram of an embodiment of the apparatus according to claim 5 is shown in FIG. 1.3.10 or 14, similar to the embodiment of the apparatus according to claim 4. .

A flowchart of the operation of the control device (3) is shown in FIG. In the flowchart shown in FIG. 8, step (41B) is changed to steps (113), (115), (
118) 32- and (119) are all the same. After passing through step (112), proceed to (113),
Initialize variable k to zero. Subsequently, in (115), the detected value F of the pedal force or pedal displacement is compared in magnitude with the predetermined set value Fc5. If the detected value F is less than or equal to Fc5, the process proceeds to step (117). Detection value F is Fc5
If it is larger, proceed to (11B) and update the variable k to a value incremented by 1. Next, the process proceeds to step (119), where the variable k is set to a predetermined positive setting value and compared in size.

If the variable k is less than or equal to the constant, return to (115),
If k is greater than K, proceed to (120). The time required to complete the loop starting from step (115), passing through (118), (119), and returning to (115) is τ
1, this routine will cause the maximum brake to be applied continuously when the detected value F of the pedal force or pedal displacement exceeds the predetermined set value Fc5 for a period of approximately τ1·K. Enter into action. An example of the maximum brake release routine (122) is in Section 9.11 or 3.
3 is shown in Figure 12. If the maximum brake release routine is described by the flowchart shown in FIG. 9, the block diagram of the claimed apparatus is shown for example in FIG.
If the maximum brake release routine is described by the flowchart shown in FIG. 11, the block diagram may be shown in FIG. 1 or 3, for example. Furthermore, if the maximum brake release routine is described by the flowchart shown in FIG. 12, the block diagram is shown, for example, in FIG.

A block diagram of an embodiment of the apparatus according to claim 6 is shown in FIG. 1.3.10 or 14 with an impact sensor added. The first example is
It is shown in Figure 5. This corresponds to claim 1 shown in FIG.
This is an example in which an impact sensor (16) is added to the block diagram of the embodiment of the device described in 1. When a considerable impact is applied to the vehicle body due to a collision with an obstacle, the impact sensor senses this and outputs a detection signal to the control device (3). The control device (3) controls the opening degree of the engine throttle valve and the brake fluid pressure based on output signals from the pedal force or pedal displacement detection device (2) and the impact sensor (16) 34-. FIG. 16 shows a flowchart of the operation of the control device (3) in the embodiment of the device according to the present claims.

In step (81B), the detected value F of the accelerator pedal depression force or depression displacement is determined as the accelerator pedal depression force or depression displacement described in the embodiment of the device according to claim 4 or 5. A predetermined setting for the displacement ([Fc5 is compared in size. The detected value F is
If the detected value F is less than or equal to the set value Fc5, proceed to (817); conversely, if the detected value F is larger than the set value Fc5,
Proceed to (819). In step (819), the output signal from the impact sensor is read. Furthermore, step (82
0) and determine the content of the read output signal. If the force signal corresponds to the fact that no impact has been detected by the sensor, the process proceeds to (817); on the other hand, if it corresponds to the fact that an impact has been detected, the process proceeds to (817).
Proceed to 21). All processes are equivalent to the flowchart shown in FIG. 8, except for the addition of steps (819) and (820). Further, the maximum brake release routine shown in step (822) is shown in FIG. It will be done.

A block diagram of an embodiment of the apparatus set forth in claim 7 is shown in FIG. 17. When the control device (3) instructs the maximum braking state, it drives the alarm device (9). The alarm device (9) consists of (a) a buzzer, (b) a flash lamp, (1) lighting, or (1) a tail lamp and an indicator. The operating state of the device is
In (a), a warning is given by a buzzer sound inside or outside the vehicle, (b) and (ii) are those with flash lamps and lighting, respectively, and (1) are tail lamps and indicators. etc., flash at the same time. An example of the operation of the control device (3) is, for example, the step (
420), at the same time as setting @B to the maximum value Bmax, instructing the operation of the alarm device 36-, and executing the maximum brake release routine (422).
This can be achieved by instructing to cancel the operation of the alarm device at the same time as the routine ends.

By activating the alarm device, it is possible to notify the inside of the vehicle or the outside of the vehicle, such as following vehicles, that the vehicle is in an emergency stop state.
Increased safety.

FIG. 18 shows a block diagram of an embodiment of the apparatus set forth in claim 8. This means that in the block diagram of the embodiment of the device according to claim 1 shown in FIG. 1, the brake fluid pressure generator (6) is replaced by an anti-lock brake (ABS)! This is an example in which a pressure control device (10) is incorporated. The brake is operated via the ABS hydraulic pressure control device (10) according to the instruction value of the control device (3), and within the range of the instruction value, the wheels are prevented from sticking (locking). Brake control is performed. The ABS hydraulic pressure control device (10) is a known technology. In particular, in the device described in claim 4.5 or 6, by pressing the accelerator pedal sufficiently strongly or deeply, the brake is activated at maximum hydraulic pressure, which continues until the vehicle comes to a stop. In such cases, ensuring steering performance and braking with the maximum road friction force has a great effect on increasing safety.

A block diagram of an embodiment of the apparatus set forth in claim 9 is shown in FIG. 19. This is an example in which a clutch drive device (11) is added to the block diagram of the embodiment of the device described in claim 1 shown in FIG. A control device (3) controls a clutch (12) in addition to the engine throttle valve and brake.

An example of the operation of the control device (3) is, for example, in the flowchart shown in FIG. 2, in step (90B),
At the same time as setting the command value S of the opening degree of the engine throttle valve to zero, the clutch driving device is commanded to disengage the clutch. Further, if it is determined in step (916) that the detected value F of the accelerator pedal depression force or depression displacement is smaller than the third predetermined set value Fc3, (902) ), a step 38- instructs the clutch drive to engage the clutch.

The devices described in each of claims 1 to 9 are constructed so as not to interfere with normal braking action by the brake pedal. In other words, the brake hydraulic pressure system consists of two systems: a system that generates hydraulic pressure with the brake pedal and master cylinder, and a system that generates hydraulic pressure with the devices described in each of the above sections, and both systems operate the brakes. obtain.

Configuring such a hydraulic system can be easily realized using known techniques. Therefore, the control device (3) in the device described in each of the above sections may, for example, set the instruction value B of the brake fluid pressure to
Even when zeroed, the brake pedal functions as a normal brake pedal.

Further, the device according to claim 9 is configured so as not to interfere with the clutch disengaging action by the clutch pedal. That is, the clutch drive system includes two systems, a drive system using the device according to the ninth aspect of the present invention and a drive system using the clutch pedal, and either of the two systems can disengage the clutch. , such a latch drive system can be easily realized using known techniques. Thus, for example, when the control device (3) of the device according to claim 9 instructs to engage the clutch, the clutch pedal can function as a normal clutch pedal.

〔Effect of the invention〕

The automobile braking device of the present invention eliminates the need to switch from the accelerator pedal to the brake pedal when braking the automobile in an emergency, shortens the idling distance, and prevents accidents caused by pressing both pedals incorrectly. It can be prevented. Also,
5. Also when decelerating during normal driving. The accelerator pedal can also perform braking, which is especially convenient when frequently braking and accelerating. Furthermore, with the device according to the present invention, it is possible to reduce the risk of erroneous operation of erroneously operating the brake against the driver's will when operating the accelerator pedal.

40-

[Brief explanation of drawings]

FIG. 1 is a block diagram of an embodiment of the device as set forth in claim 1. FIG. 2 is a block diagram of a control device in an embodiment of the device as set forth in claim 1. Flowchart showing the operation; FIG. 3 is a block diagram in an embodiment of the apparatus according to claim 2; FIG. 4 is a block diagram in an embodiment of the apparatus according to claim 2.
FIG. 5 is a diagram showing the pedal force versus pedal displacement characteristic of the accelerator pedal, in the device according to claim 2,
FIG. 6 is a side view showing an embodiment of the accelerator pedal reaction force generating means; FIG. 6 is a flowchart showing the operation of the control device in the embodiment of the device according to claim 3; FIG. 6 is a flowchart of the time delay subroutine, FIG. 8 is a flowchart showing the operation of the control device in the 41-embodiment of the apparatus according to claim 4, is a flowchart of an example of the maximum brake release routine in the flowchart shown in FIG. 8; FIG. 10 relates to the apparatus according to claim 4;
In the embodiment in which the control device operates according to the flowchart shown in FIG.
11 is a flowchart of an example of the maximum brake release routine in the flowchart shown in FIG. 8; FIG. 12 is a block diagram of the maximum brake release routine in the flowchart shown in FIG. , a flowchart of another example of the maximum brake release routine, FIG. 13 is a flowchart showing the operation of the control device in an embodiment of the device according to claim 5, and FIG. Regarding the device 42- described in range 4, in an embodiment in which the control device operates according to the flowchart shown in FIG. 8, a block diagram when the maximum brake release routine is described by the flowchart in FIG. FIG. 15 is a block diagram of an embodiment of the device according to claim 6, and FIG. 16 shows the operation of the control device in the embodiment of the device according to claim 6. Flowchart, Fig. 17 is a block diagram in an embodiment of the device as set forth in claim 7, □ Fig. 18 is a block diagram in an embodiment of the device as set forth in claim 8. , FIG. 19 shows a block diagram of an embodiment of the apparatus according to claim 9. 30 ◆ ◆ ◆ Accelerator pedal 31 order ◆ ◆ Fulcrum 32 that rotationally fixes the accelerator pedal arm to the vehicle body ◆ ◆ Accelerator pedal arm return spring 33 ◆ ◆
◆Supporting member 34 fixedly connected to the car body ◆◆・Spring 35 placed in a compressed state and having a stronger repulsive force than 32...Flange 36 that compresses 34...The displacement of the accelerator pedal is controlled by pressing the accelerator pedal. A flange 38 that is fixedly connected to the rods 37...36 that transmit to the displacement detection device and presses the rod 35...A support member that determines the position when the accelerator pedal is released.

Claims (1)

[Claims] 1. A depressing force or depressing displacement detection device for detecting depressing force or depressing displacement of an accelerator pedal of an automobile, and a control device, and the control device controls the opening degree of the engine throttle valve and the brake. According to the detected value of the pedal force or pedal displacement of the accelerator pedal, the larger the detected value, the larger the throttle valve of the engine is opened. If a pedal force or pedal displacement exceeding a predetermined pedal force or pedal displacement is detected, the throttle valve of the engine is closed, and a second predetermined pedal force or pedal displacement is set to be larger than the first predetermined value. When a pedal force or pedal displacement that exceeds the pedal pedal displacement is detected, the brake fluid pressure is increased or decreased depending on the magnitude of the pedal force or pedal displacement, and the brake fluid pressure is increased or decreased depending on the magnitude of the pedal pedal force or pedal displacement.
If the pedal force or pedal displacement becomes smaller than a predetermined value, the brake fluid pressure is released, and the brake fluid pressure is increased to a third predetermined value where the pedal force or pedal displacement is close to the value in the released state of the accelerator pedal, that is, the magnitude of zero. When it becomes smaller than the value,
A vehicle braking device using an accelerator pedal, which is characterized by restoring the normal accelerator pedal function and keeping the engine throttle valve closed until then. 2. In the braking device for an automobile using an accelerator pedal according to claim 1, a fourth predetermined amount is lower than the first predetermined depressing force or depressing displacement and higher than the third predetermined depressing force or depressing displacement. A vehicle using an accelerator pedal, characterized in that an accelerator pedal reaction force generating means is added, the accelerator pedal having a pedal force vs. pedal displacement characteristic in which the pedal force or pedal displacement increases sharply in response to an increase in pedal displacement. Braking device. 3. In the braking device for a motor vehicle using an accelerator pedal according to claim 1 or 2, before the pedal force or depression displacement of the accelerator pedal exceeds the first predetermined depression force or depression displacement. , when the throttle valve of the engine is opened more widely as the pedal force or pedal displacement increases, there is a predetermined time delay between the increase in the pedal force or pedal displacement and the response of the engine throttle valve accompanying this increase. , a braking device for an automobile using an accelerator pedal, characterized in that the control device operates. 4. In the accelerator pedal braking device for a motor vehicle according to claim 1, 2, or 3, the control device controls a fifth predetermined depression force or depression displacement of the accelerator pedal, which is higher than the second predetermined depression force or depression displacement of the accelerator pedal. , sets the pedal force or pedal displacement, and when the pedal force or pedal pedal displacement exceeds the set value, maximizes the brake fluid pressure, and (a) activates the brake pedal pedal force or pedal displacement detection device. the accelerator pedal has a depression force or depression displacement that is less than or equal to the third predetermined depression force or depression displacement, and the detection device has a brake pedal that has a predetermined depression force or depression displacement of the accelerator pedal;
Adding to the operation of the control device an operation of releasing the maximum brake fluid pressure and restoring the normal braking and acceleration functions of both the brake pedal and the accelerator pedal when the pedal force or pedal displacement is detected; b) The pedal force or pedal displacement of the accelerator pedal is
When the pedal force or pedal displacement exceeds the third predetermined value, the maximum brake fluid pressure is released and the accelerator pedal resumes its normal accelerator pedal function.
(c) has a switch that is added to the operation of the control device or that can be operated by the driver, and the depression force or depression displacement of the accelerator pedal is equal to or less than the third predetermined depression force or depression displacement, and an operation by the accelerator pedal, characterized in that when the switch is operated, the operation of releasing the maximum brake fluid pressure and restoring the accelerator pedal to the normal function of the accelerator pedal is added to the operation of the control device. Automobile braking device. 5. In the braking device for an automobile using an accelerator pedal according to claim 1, 2, or 3, the braking device sets a depression force or a depression displacement of the fifth predetermined accelerator pedal as described in the preceding paragraph, and When the pedal depression force or pedal depression displacement exceeds the fifth set value continuously for a predetermined period of time, the brake fluid pressure is maximized, and (a), ( A braking device for a motor vehicle using an accelerator pedal having the features described in b) or (c). 6. A braking device for an automobile using an accelerator pedal according to claim 1, 2, or 3, further comprising an impact sensor for detecting an impact on the vehicle body due to an accident, and the braking device is configured as described in the preceding claim. A fifth predetermined accelerator pedal depression force or depression displacement is set, and when the accelerator pedal depression force or depression displacement is greater than the fifth predetermined setting value, the impact sensor outputs a detection signal. (a), (b), or (c) in the preceding claim.
A braking device for an automobile using an accelerator pedal having the characteristics described in . 7. A braking device for a motor vehicle using an accelerator pedal according to claim 4, 5, or 6, which includes a sound generating device or a light emitting device, and the accelerator pedal depression force or depression displacement is equal to the fifth predetermined depression force; or an accelerator pedal driven automobile, characterized in that the device operates while the maximum brake fluid pressure is achieved due to exceeding the depression displacement, and emits sound or light to at least one of the interior and exterior of the vehicle. Braking device. 8. A braking system for a motor vehicle using an accelerator pedal according to claim 1, 2, 3, 4, 5, 6, or 7, comprising an anti-lock brake control device, and anti-lock control of brake fluid pressure when the brake is applied. A braking device for an automobile using an accelerator pedal, characterized in that: 9. A braking device for a motor vehicle using an accelerator pedal according to claim 1, 2, 3, 4, 5, 6, 7, or 8, further comprising a clutch drive device, wherein the accelerator pedal is depressed or depressed. The control device closes the throttle valve of the engine when the displacement detection device detects that the depression force or depression displacement of the accelerator pedal exceeds the first predetermined depression force or depression displacement. At the same time, the clutch drive device is activated, the clutch is disengaged, and the accelerator pedal is restored to the normal function of the accelerator pedal, and at the same time, the clutch is connected. Braking system for automobiles using the accelerator pedal.