JPH0647349B2 - Vehicle braking system with accelerator pedal - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a braking device for an automobile using an accelerator pedal, in which a brake is activated by depressing an accelerator pedal of the automobile with a certain force or a stepping displacement. Is.

[Conventional technology]

Conventionally, braking of an automobile is performed only by a brake pedal independent of an accelerator pedal and a side brake. Therefore, in an emergency, an accident occurs due to an erroneous depression of the accelerator pedal with respect to the brake pedal, or an idling distance caused by a change from the accelerator pedal to the brake pedal. To improve this, for example,
A number of inventions and inventions relating to the structure of a pedal capable of operating both the accelerator and the brake with one pedal have been disclosed (JP-A-49-16127, JP-A-49-61826, actual opening). 56-64826, 57-48131, 59-72130, etc.). These are intended to realize the functions of the accelerator and the brake all the time, not only in an emergency, by operating one pedal. In any of these, the functions of the accelerator and the brake are selected according to the difference in the position where the pedaling force is applied on the same pedal. For this reason, it is not always easy for the driver to properly switch between the two functions, and the risk of misstepping during braking in an emergency cannot be fully resolved.

In Japanese Patent Laid-Open No. 54-155529, the pedal effort of the accelerator pedal,
In addition, a device for detecting the pedaling speed and temporarily closing the throttle valve of the engine, operating the brake, and stopping the vehicle in an emergency when the pedaling is performed once any of the pedaling speed exceeds a predetermined value. It is disclosed. Further, in Japanese Utility Model Laid-Open No. 61-47762, which is filed by the same applicant, the accelerator of the engine is continuously stopped by detecting the speed of the accelerator pedal which is equal to or higher than a certain value, or the depression acceleration, and further, a displacement of a certain amount or more is detected. When this is done, a device is disclosed which continuously activates the brakes to bring the vehicle to an emergency stop. In these inventions and devices, after the accelerator pedal depressing force, displacement, speed, acceleration, or the like reaches a certain standard, the engine acceleration state is continuously terminated and the brake is applied even if the accelerator pedal falls below the standard value again. It is operated until a specific release operation, for example, turning off the ignition switch (Japanese Patent Laid-Open No. 54-155529), releasing the accelerator pedal once and depressing it again (Japanese Utility Model Laid-Open No. 61-47762), etc. continue. In these methods, when an emergency stop is required, even if the driver performs an emergency operation and then becomes inoperable due to an accident, etc., the vehicle is automatically guided to a stop. Can be reliably performed. However, on the other hand, in some cases where there is no need for an emergency stop, for example, when the accelerator pedal is suddenly, strongly or deeply depressed with the intention of sudden acceleration, the emergency braking device operates and an accident occurs. They also have the risk of being connected. Japanese Utility Model Laid-Open No. 61-47762 discloses a mechanism in which a spring is placed so that the compression starts from a displacement slightly shallower than the displacement of the accelerator pedal at which the emergency braking starts, and the driver senses the start position of the emergency braking. Is disclosed as an example. However, even with this method, it is difficult to sufficiently prevent erroneous operation.

[Problems to be Solved by the Invention]

SUMMARY OF THE INVENTION The present invention has an object to provide an emergency braking device for an automobile, in which the above-mentioned drawbacks of the conventional invention and the invention have been improved.

[Means for Solving the Problems]

The present invention is a braking device for an automobile using an accelerator pedal, and has the features described in claims 1 to 11.

[Action]

The device according to the first aspect of the present invention operates as follows. When the driver's accelerator pedal is stepped on, the accelerator pedal functions as a normal accelerator pedal within a predetermined range of pedaling force or stepping displacement. When the pedal is depressed beyond the predetermined range, the throttle valve of the engine is first closed, and the pedal is further depressed by a certain amount or more to activate the brake. The strength of the brake is adjusted according to the depression of the accelerator pedal, and at this time, the accelerator pedal functions as if it were a brake pedal. When the accelerator pedal is released more than a certain limit, the brake is released. However, the function of the normal accelerator pedal is restored after the throttle valve of the engine remains closed and the depression of the accelerator pedal is eased to a position close to the release. Compared to the method of selecting the function of the accelerator and the brake depending on the position where the pedaling force is applied to the pedal, the method according to the present invention selects both functions according to the strength of the pedaling force to the same position or the depth of stepping. Is simpler, and pedaling mistakes during emergency braking are reduced. With this device, not only during emergency braking, but also during normal braking can be performed with one accelerator pedal.

In the device according to claim 2, in the device according to claim 1, when the accelerator pedal is stepped on, the accelerator pedal retains its function as an accelerator pedal. The reaction force generating means for rapidly increasing the reaction force of the accelerator pedal at a stepping strength or depth slightly before the throttle valve is closed is added. In this device, the reaction force is suddenly increased, so that the normal accelerator pedal is in a state immediately before it loses its function as an accelerator pedal, more reliably than the conventional device (Japanese Utility Model Publication No. 61-47762). ,
This can be sensed by the driver and the risk of misstepping when the brake is not intended to be actuated can be avoided.

The device according to claim 3 is the device according to claim 1 or 2, wherein 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 of the throttle valve of the engine has a constant time delay (for example, 0.5 seconds). As a result, the vehicle can be braked without accelerating by depressing the accelerator pedal at a certain speed or higher until the pedal force or the pedal displacement at which the brake operates. Therefore, it becomes easier to perform the operation of the brake in the normal condition, not limited to the emergency condition, with only one accelerator pedal.

In the device according to claim 4, 5 or 6, in the operation of the device according to claim 1, the accelerator pedal exceeds a certain predetermined limit of depression to function as a brake pedal. When the accelerator pedal is depressed more strongly or deeply, the brake having the maximum strength is activated, and the operation of the maximum brake is continued until a predetermined releasing operation is performed. That is, by pressing the accelerator pedal strongly or deeply, it is possible to perform an emergency stop of the automobile. With this device, the brake strength changes according to the strength of the accelerator pedal or the depth of the accelerator pedal before the brake with maximum strength is activated.The accelerator pedal functions as if it were a normal brake pedal. There is a range of depression, which reduces the risk of making an unnecessary emergency stop due to a wrong pedal.

In the device according to claim 7, in the operation of the device according to claim 4, 5, or 6, the accelerator pedal functions as a brake pedal, and a certain limit of a certain step is set for a predetermined time. When the pedal is continuously depressed, the brake with the maximum strength is activated, and the operation of the maximum brake is continued until the predetermined release operation is performed. In this device, claims 4, 5
Or, it has the same effect as that of the device described in paragraph 6, and within a short time when the driver unintentionally inadvertently presses the accelerator pedal deep enough or deep enough to activate the brake of maximum strength. If the depression of the accelerator pedal is weakened, the continuous maximum brake operation does not occur, and the risk of an unnecessary emergency stop due to a pedal depression is further reduced.

The device according to claim 8 is the device according to claim 4, 5 or 6 in which an impact sensor for detecting an impact on the vehicle body is additionally provided. In the operation of this device, when the accelerator pedal functions as a brake pedal and is strongly or deeply depressed beyond a predetermined limit, the maximum is obtained when a considerable impact is given to the vehicle body. The brake with the strength of is activated, and the maximum brake is activated until the predetermined release operation is performed. In this system, the driver senses a danger while the vehicle is running and, despite the fact that the accelerator pedal is pressed too hard or deep enough so that the braking with the maximum strength is activated with the intention of suddenly stopping, a front obstacle, etc. Even if the driver accidentally loses control due to an accidental collision with the vehicle, detecting the impact at the time of the collision allows the maximum braking operation to continue, leading the vehicle to stop. Also, if the driver accidentally depresses the accelerator pedal so strongly or deeply that the brake with the maximum strength is accidentally actuated, if there is no impact due to a collision with the vehicle body, depress the accelerator pedal. Therefore, the maximum braking operation does not occur continuously, and the risk of unnecessary emergency stop due to a pedaling error is reduced.

In the device according to claim 9, in the device according to claims 4, 5, or 6, the brake having the maximum strength can be obtained by depressing the accelerator pedal sufficiently or deeply. A device is added which, when activated, is triggered by light or sound. As a result, when the maximum brake is applied, an emergency stop can be automatically notified inside and outside the vehicle.

The device according to claim 10 is the device according to any one of claims 1, 2, 3, 4, 5 or 6, in which the brake is operated by anti-lock control, and the steering performance is always maintained. It is possible to perform a sudden braking without losing the safety, and in the device according to claim 4, 5 or 6, it is particularly safe to perform the emergency stop with the brake having the maximum strength. improves.

In the device according to claim 11, in the device according to claims 1, 2, 3, 4, 5 or 6, when the accelerator pedal is depressed beyond the predetermined range, the engine The throttle valve is closed and the clutch is disconnected at the same time. As a result, when the accelerator pedal is depressed to the extent that the normal acceleration function is lost against the intention, there is no sudden deceleration due to the closing of the throttle valve of the engine, and safety is enhanced. The clutch is re-engaged when normal accelerator pedal function is restored.

〔Example〕

FIG. 1 shows a block diagram of an embodiment of the apparatus according to the first aspect of the present invention. In this block diagram,
(1) is an accelerator pedal, (2) is a stepping force or stepping displacement detecting device for the accelerator pedal (1), (3) is an electronic circuit including a microprocessor, a memory, and an input / output interface, and is previously stored in the memory. A controller that operates according to a written program. The pedal force or the pedal displacement detection device (2) can be easily configured by a known load sensor, potentiometer, or the like.
The control device (3) is a pedaling force or stepping displacement detection device (2).
The detection signal (for example, a signal converted into a voltage) is read, and based on this, an electric signal (for example, an operation signal) for instructing the operation to the throttle valve drive device (4) and the brake fluid pressure generation device (6) of the engine Voltage signal) is output.
Based on the output signal of the control device (3), the engine throttle valve drive device (4) or the brake fluid pressure generation device (6) drives the engine throttle valve (5) or brake (7), respectively. To do. The engine throttle valve driving device (4) is a control device (3).
The electrical output signal (eg, voltage signal) of the actuator is converted into a mechanical operation for driving the throttle valve, and can be easily configured by a known technique. The brake fluid pressure generator (6) converts an electric output signal (for example, a voltage signal) of the control device (3) into a brake fluid pressure for driving a brake, and this is also a kind of actuator.

A flowchart of the operation of the control device (3) is shown in FIG. When the engine key is turned on (900), first in step (901), the instruction value S of the opening degree of the throttle valve of the engine and the instruction value B of the brake fluid pressure are initialized to zero. Subsequently, the value F of the pedal effort or the pedal displacement of the accelerator pedal, which is detected by the accelerator pedal pedal or the pedal displacement detection device (2), is read (902). next,
In step (904), the detected value F is set to the predetermined set value F.
The size is compared with c1 (> 0). If the detected value F is not larger than the predetermined set value Fc1, step (90
6), the instruction value (for example, voltage output) S for transmitting the opening degree of the throttle valve of the engine to the throttle valve driving device (4) of the engine is S = ks · (F−Fc
Set to 3). The throttle valve drive (4) is
In the range where the throttle valve is not fully opened, the opening of the throttle valve is realized in proportion to this instruction value S. When the instruction value S rises and the throttle valve reaches full opening, the throttle valve remains fully opened even if the instruction value S rises further. Here, ks is a positive proportional coefficient, Fc3
Is a predetermined positive constant smaller than Fc1 and close to zero. Then, it returns to step (902). Step (9
If the detected value F is larger than Fc1 in 04), the flow advances to step (908) to set S to zero. That is, an instruction is issued to close the throttle valve of the engine.

Next, in step (910), the detected value F is compared with the set value Fc2 in magnitude. Here, Fc2 is Fc1
It is a larger constant. If F> Fc2, the process proceeds to step (912), where the command value B for instructing the magnitude of the hydraulic pressure is given to the brake hydraulic pressure generator (6) as B = k.
Set to B- (F-Fc2). The brake fluid pressure generation device (6) realizes a brake fluid pressure proportional to the instruction value B. Here, kB is a positive proportional coefficient. Then, the detected value F is read in step (913), and the process returns to step (908). In step (910), F> F
If it is not c2, the process proceeds to step (914) and B = 0 is set. That is, an instruction is issued to release the brake fluid pressure. Next, in step (916), the size of F is compared with Fc3. If F <Fc3 is not satisfied, step (91)
Go to 3), and if F <Fc3, return to step (902). The constant ks is set so that the throttle valve is fully opened when the instruction value S of the opening degree of the throttle valve is larger than ks · (Fc1−Fc3) or a value slightly lower than the constant Fc1. It is desirable to set. The same applies to all the following examples.

FIG. 3 is a block diagram showing an embodiment of the apparatus according to the second aspect of the present invention. The embodiment shown in FIG. 1 is characterized in that a reaction force generating means (8) is added. The reaction force generating means (8) produces a pedaling force versus pedaling displacement characteristic of the accelerator pedal as shown in FIG. At the pedaling force or the pedaling displacement, which is somewhat lower than the pedaling force or the pedaling displacement where the throttle valve of the engine is closed, the pedaling force sharply increases (decreases) with respect to the pedaling displacement increasing (decreasing). This sensation of a sudden increase in the pedal effort when depressing the accelerator pedal allows the driver to sense that there is a pedal effort or a pedal displacement in a state immediately 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.

In the figure, (30) indicates an accelerator pedal, and (3)
1) shows a fulcrum for rotationally fixing the arm of the accelerator pedal (30) to the vehicle body. 32 is an accelerator pedal (3
(0) is a return spring for the arm, and (33) is a support member fixedly connected to the automobile body. Reference numeral (34) indicates a spring having a stronger repulsive force than the spring (32), and the spring (34) is placed in a compressed state. (35) is a spring (3
4) is a flange that compresses 4), and (36) is a rod that transmits the displacement of the accelerator pedal (30) to the depression displacement detecting device. (37) is a flange fixedly connected to the rod (36) and pressing the flange (35). Reference numeral (38) is a support member that determines the position of the accelerator pedal (30) when it is released. When the accelerator pedal (30) is depressed, the rod (36) is displaced. While the displacement is small, the reaction force of the accelerator pedal is weakened by the spring (32), and the reaction force gradually increases as the stepping displacement increases. This corresponds to the area (21) of the curve in FIG. As the depression further deepens, the flange (37) fixedly attached to the rod (36) causes the spring (3
The spring (34) having a stronger repulsive force than that of (2) contacts the flange (35) that keeps the compressed state, and the compressive force of the spring (34) is transmitted to the flange (37). Therefore, the reaction force of the accelerator pedal suddenly increases discontinuously with respect to the displacement.
This is the portion (22) of the curve in FIG.
When the accelerator pedal is further depressed further than this, the reaction force of the accelerator pedal increases in accordance with the increase in the restoring force due to the compression of the spring (34) having a strong repulsive force in addition to the spring (32). This is the area (23) of the curve in FIG. FIG. 4 shows the first, second, and third aspects of the claims.
And the position on the curve of the predetermined tread force or tread displacement of 4,
The symbols from to each are shown. Further, the position on the curve of a fifth predetermined pedaling force or pedaling displacement, which will be described later, is also indicated by a symbol.

A flowchart of the operation of the control device (3) in this embodiment is shown in FIG. In the present embodiment having the accelerator pedal reaction force generating means, the command value S of the opening of the throttle valve is ks · () for the value Fc4 of the pedaling force or the stepping displacement at which the reaction force of the accelerator pedal sharply increases. Fc4-Fc3)
Or when it is greater than a little lower than this,
It is desirable to set the value of the constant ks so that the throttle valve is fully opened. The same applies to all the following embodiments when the accelerator pedal reaction force generating means (8) is provided.

A block diagram of an embodiment of the device according to claim 3 is shown in FIG. 1 or FIG. Control device (3)
A flowchart of the operation of is shown in FIGS. 6 and 7.
This is an example in which a predetermined time delay function is added to the opening of the throttle valve of the engine in response to the depression of the accelerator pedal, in the device according to claim 1.
As shown in FIG. 6, the engine key is turned on (20
0), first, in step (202), the variables are initialized, and the instruction value S of the opening degree of the throttle valve of the engine, the instruction value B of the brake fluid pressure, the variable t corresponding to the number of repetitions, and Set the variable F (0) to zero. Then, in step (204), the variable t is updated to the value of t + 1. Next, in step (206), the detected value F of the pedaling force or the pedaling displacement is read. Next step (20
In 8), the value of F is compared with the set value Fc1.
If the detected value F exceeds Fc1 and is large, step (21
Proceeding to 6), the instruction value S of the opening degree of the throttle valve of the engine is updated to zero to instruct to close the throttle valve. The flow after step (216) is the same as the flow after step (908) in FIG.
In step (208), the detected value F is the set value Fc1.
If the following, proceed to the time delay subroutine (212). A flowchart of the time delay subroutine is shown in FIG. When the subroutine is started in step (300), the variable F is set in step (302).
The value of the detected value F is stored in (t). Then, for a given positive constant τ, t-τ is compared to zero in step (304). Here, τ is added to the response time until the control device (3) instructs opening of the throttle valve of the engine in response to depression of the accelerator pedal,
It corresponds to the delay time. With respect to the delay time T, the constant τ is determined by the step (204) in FIG. 6 →
If the processing time for completing a loop of (206) → (208) → (212) → (204) is Tc, τ = T /
Given by Tc. In step (304), t-τ
If is less than zero, the process proceeds to step (306), and the value of ks (F (0) -Fc3) is given to the variable S1 and stored. If the difference t-τ is positive, the process proceeds to step (308), and the value of ks · (F (t-τ) -Fc3) is given to the variable S1 and stored. Then, the process proceeds to step (310), and ks · (F (t) -Fc3) is added to the variable S2 and stored. Next, in step (312), S1 and S2
Are compared, and if S1 is greater than S2, the instruction value S of the throttle valve of the engine is set to the value of the variable S2 in step (314). Then, the step (315)
Then, the process proceeds to (4) to compare the variables F (t) and F (t-1). If F (t)> F (t-1), the process proceeds to step (316) to set the value of the variable F (0) to F (t-1).
Update to the value of. Subsequently, the variable t is updated to zero, the process proceeds to step (322), and this subroutine is finished.
If F (t)> F (t-1) is not satisfied in step (315), the process proceeds to step (322), and this subroutine is finished. If S1 is smaller than S2 in step (312), the instruction value S of the engine throttle valve is set to the value of the variable S1 in step (320), and then in step (322). This subroutine ends. When the subroutine is completed in step (322),
Return to step (204) as shown in FIG. According to the subroutine, the instruction value S (t) at the time t of the opening degree of the throttle valve of the engine is the throttle value of the engine when the time delay is not given to the response of the throttle valve of the engine to the pedal effort or the depression displacement. For the indicated value S0 (t) of the valve opening, S (t) =
[S0 (t-t ') minimum value in the range from t' = O to T]. Here, the constant T is the delay time of the response.

The block diagrams in the embodiments of the apparatus described in claims 4, 5 and 6 are FIG. 1, FIG.
Or as shown in FIG. A flowchart of the operation of the control device (3) is shown in FIG. This is the same as the device according to the first aspect of the present invention and the device according to the fourth, fifth or sixth aspect of the present invention.
This is an example in which a characteristic function of the apparatus described in the section is added. The flow from steps (400) to (412) and (416) is the same as steps (900) to (9) in FIG.
It is the same as the flow up to 12) and (916). Following step (412), in step (418) 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 Fc5 or less, step (41)
Proceed to 7) and read the detected value F. Then, the process returns to step (408). Conversely, in step (418), F
Is larger than Fc5, the flow advances to step (420) to set the brake fluid pressure instruction value B to the maximum value Bmax.
Thereby, the brake fluid pressure generator (6) realizes the maximum brake fluid pressure. Then, the routine proceeds to the maximum brake release routine (422). In step (416), the detected value F is compared with the set value Fc3 to see if F <Fc3.
If so, the process returns to step (402). If not F <Fc3, the process proceeds to step (417).

An example of the maximum brake release routine (422) is shown in FIG. 9, 11 or 12. In the case of the device according to claim 4 in which the maximum brake release routine is described by the flow chart shown in Fig. 9, a block diagram of the device is shown, for example, as shown in Fig. 10. As shown in FIG.
A feature of this embodiment is that a device for detecting a pedaling force or a pedaling displacement of a brake pedal (13) is added to the block diagram in the embodiment of the device described in claim 1. In this device, the control device (3) is not limited to the accelerator pedal,
The throttle valve and brake of the engine are controlled by also reading the detected value of the pedal effort or the pedal displacement of the brake pedal. In the case where the maximum brake release routine is the device described in the flow chart shown in FIG. 11, the device block diagram is shown, for example, in FIG. 1 or 3. The maximum brake release routine is
In the case of the device according to claim 6 described by the flowchart shown in FIG. 12, the device is provided with a switch operable by a driver in addition to the configuration shown in the block diagram of FIG. For example, as shown in FIG. Here, the control device (3) can detect the operating state of the switch by an electric signal.

In the embodiment shown in FIG. 9, the detection value F is read in the step (500) at which the routine is started and the step (501). Then, in step (502),
The detected value F is compared with the set value Fc3. The detected value F is
If Fc3 or more, return to step (501), and F is F
If it is smaller than c3, the process proceeds to step (503) to read the detected value D of the pedaling force or the pedaling displacement of the brake pedal. Then, in step (504), the detected value D
Is compared with a predetermined set value Dc (> 0) close to zero. If the detected value D is Dc or less, the process returns to step (501). If D exceeds Dc and is large, step (506).
Then, the brake fluid pressure command value B is set to zero. Then, the process proceeds to step (508), the present routine is terminated, and the eighth
Return to step (402) in the figure. That is, by releasing the accelerator pedal and depressing the brake pedal to some extent, the state in which the brake with the maximum strength is activated is released.

In the embodiment shown in FIG. 11, when the maximum brake release routine is started in step (600), the detected value F is read in step (601). Continuing,
In step (602), the detected value F is the set value F
Compared with c3. If the detected value F is greater than or equal to Fc3, the process returns to step (601), and if F exceeds Fc3 and is small,
Proceeding to step (604), the indicated value B is set to zero. Then, in step (606), this routine is finished, and the process returns to step (402) in FIG. That is, by releasing the accelerator pedal, the state in which the brake with the maximum strength is activated is released.

In the embodiment shown in FIG. 12, when the maximum brake release routine is started in step (700), the detected value F is read in step (701). Continuing,
In step (702), the detected value F is the set value Fc3.
Compared to. If the detected value F is greater than or equal to Fc3, the process returns to step (701), and if F exceeds Fc3 and is small, the process proceeds to step (704) to check the state of the release switch. If the release switch is not on, go to step (7
Return to 01), and conversely, if it is turned on, step (7)
06) and set the brake fluid pressure command value B to zero.
Next, in step (708), the present routine is terminated,
Returning to step (402) in FIG. That is,
By releasing the accelerator pedal and operating a specific release switch, the state in which the brake with the maximum strength is activated is released.

The block diagram in the embodiment of the device according to claim 7 is the same as the embodiment of the device according to claim 4, 5 or 6 in the first, third, tenth or fourteenth embodiment. Shown in the figure. The thirteenth flowchart of the operation of the control device (3)
Shown in the figure. For the flowchart shown in FIG.
The step (418) is replaced by the steps (113), (11
5), (118) and (119) except that all are the same. After step (112), the process proceeds to step (113) to initialize the variable k to zero.
Then, in step (115), the detected value F of the pedaling force or the pedaling displacement is compared with the predetermined set value Fc5. If the detected value F is Fc5 or less, step (117)
Go to. If the detected value F is larger than Fc5, step (1
Proceed to 18) and update the variable k to a value increased by one.
Then, the process proceeds to step (119), and the variable k is compared with a predetermined positive set value K in magnitude. If the variable k is a value equal to or less than the constant K, the process returns to step (115), and if k exceeds K and is large, the process proceeds to step (120). Starting from step (115), steps (118), (11
Assuming that the time required to complete the loop for returning to the step (115) through step 9) is τ1, this routine allows the detected value F of the pedaling force or the pedaling displacement to continue for about τ1 · K for the predetermined setting. When the value exceeds Fc5 and becomes large,
The maximum brake enters into continuous operation. The examples of the maximum brake release routine (122) are the ninth and the first.
It is shown in FIG. When the maximum brake release routine is described by the flowchart shown in FIG. 9, a block diagram of the apparatus is shown in FIG. 10, for example, and when the maximum brake release routine is described by the flowchart shown in FIG. A block diagram of the device is shown, for example, in FIG. 1 or FIG. Further, if the maximum brake release routine is described in the flow chart shown in FIG. 12, a block diagram of the apparatus is shown in FIG. 14, for example.

A block diagram of an embodiment of the apparatus according to claim 8 is shown in a block diagram in which an impact sensor is added to FIG. 1, 3, 10, or 14. One example is shown in FIG. This is an example in which an impact sensor (16) is added to the block diagram in the embodiment of the apparatus described in claim 1 shown in FIG. When a considerable impact is applied to the vehicle body due to a collision with an obstacle or the like, the impact sensor senses this and outputs a detection signal to the control device (3). The control device (3) controls the opening of the throttle valve of the engine and the brake fluid pressure based on the output signals of the pedaling force or the pedaling displacement detection device (2) and the impact sensor step (16). FIG. 16 shows a flowchart of the operation of the control device (3) in this embodiment. In step (818), the detected value F of the pedaling force or the pedaling displacement of the accelerator pedal is set to the pedaling force or the pedaling displacement of the accelerator pedal described in the embodiment of the apparatus according to claim 4 or claim 5. Predetermined set value F for
Compare the size with c5. The detected value F is the set value Fc5
If it is the following size, the process proceeds to step (817). Conversely, if the detected value F exceeds the set value Fc5 and is large, the process proceeds to step (819). In step (819), the output signal from the impact sensor is read. In addition, step (8
Proceed to 20) and determine the contents of the read output signal.
If the output signal corresponds to the fact that no impact is detected by the sensor, the process proceeds to step (817). Conversely, if the output signal corresponds to that an impact is detected, step (821). ). Step (81
All the processes are the same as those in the flowchart shown in FIG. 8 except that 9) and (820) are added. The maximum brake release routine shown in step (822) is shown in FIG. 9, 11 or 12 as in the case of the embodiment of the apparatus according to claim 4, 5 or 6. Be done.

FIG. 17 shows a block diagram of an embodiment of the apparatus according to claim 9. The control device (3) drives the alarm device (9) when the maximum braking state is instructed. The alarm device (9) is composed of (a) buzzer, (a) flash lamp, (c) lighting or (d) tail lamp and indicator. In the operation state of the equipment value, in (a), a warning is given by a buzzer sound inside or outside the vehicle, and in (a) and (c), a flash lamp and lighting blink respectively, ( In (d), the tail lamps, indicators, etc. flash all at once. In the embodiment of the operation of the control device (3), for example, in step (420) of FIG. 8, the instruction value B is set to the maximum value Bmax, and at the same time, the operation of the alarm device is instructed, and the maximum brake release routine (42) is executed.
In 2), it can be realized by instructing the cancellation of the operation of the alarm device at the same time as the end of the routine. By the operation of the alarm device, the fact that the vehicle is in an emergency stop state can be notified to the inside of the vehicle or outside the vehicle such as the following vehicle, and the safety is enhanced.

In an embodiment of the device according to claim 10,
A block diagram is shown in FIG. In the block diagram according to the embodiment of the device described in claim 1 shown in FIG.
Anti-lock brake (ABS) hydraulic pressure control device (10)
It is an example that incorporates. According to the instruction value of the control device (3), the brake is operated via the ABS hydraulic pressure control device (10), so as to prevent the wheel from sticking (locking) within the range of the instruction value. Brake control is performed. The ABS hydraulic pressure control device (10) can be easily realized by a known technique. This is particularly the case in the device according to claims 4, 5 or 6 when the accelerator pedal is pressed sufficiently strongly or deeply so that the brake operates at the maximum hydraulic pressure and continues until the vehicle stops. In addition, by ensuring the steerability and controlling with the maximum road friction force, the effect of further enhancing the safety is great.

In an embodiment of the device according to claim 11,
A block diagram is shown in FIG. This is an example in which a clutch drive device (11) is added to the block diagram in the embodiment of the device described in claim 1 shown in FIG. The control unit (3) controls the clutch (12) in addition to the throttle valve and brake of the engine. An example of the operation of the controller (3) is, for example, in step (908) in the flowchart shown in FIG.
At the same time that the instruction value S of the opening degree of the throttle valve of the engine is set to zero, the clutch drive device is instructed to disengage the clutch. If it is determined in step (916) that the detected value F of the accelerator pedal depression force or depression displacement exceeds the third predetermined set value Fc3 and is small, step (916) In the steps provided before returning to 902), the clutch drive is instructed to engage the clutch.

The device according to each of claims 1 to 11 is constructed so as not to interfere with the normal braking action by the brake pedal. That is, the brake fluid pressure system is composed of two systems, that is, a system for producing a hydraulic pressure by a brake pedal and a master cylinder, and a system for producing a hydraulic pressure by the device described in the above paragraphs, both of which operate the brake. obtain. The construction of such a hydraulic system can be easily realized by a known technique. Therefore, the brake pedal functions as a normal brake pedal even when the control device (3) in the device described in each of the above items sets the command value B of the brake fluid pressure to zero, for example.

The device according to the eleventh aspect of the present invention is configured so as not to interfere with the clutch disengagement action of the clutch pedal. That is, the clutch drive system is the above-mentioned claim 1.
There are two systems, a drive system by the device described in 1 and a drive system by a clutch pedal, both of which can disconnect the clutch. The construction of such a clutch drive system can be easily realized by a known technique. Therefore, for example, a control device (3) for a device according to claim 11
However, the clutch pedal can function as a normal clutch pedal when instructing to engage the clutch.

〔The invention's effect〕

The braking device for a vehicle according to the present invention eliminates the need to switch from the accelerator pedal to the brake pedal during an emergency braking of the vehicle, shortens the idling distance, and prevents accidents due to the misstep of both pedals. Can be prevented. Also,
Even when decelerating during normal driving, with one accelerator pedal,
Control is also possible, which is particularly convenient when repeating frequent braking and acceleration. Further, in the device according to the present invention, it is possible to reduce the risk of erroneous operation of erroneously operating the braking, contrary to the intention when the accelerator pedal is operated.

[Brief description of drawings]

FIG. 1 is a block diagram of an embodiment of the apparatus according to claim 1. FIG. 2 is a flow chart showing the operation of the control device in the embodiment of the device described in claim 1. FIG. 3 is a block diagram of an embodiment of the apparatus according to claim 2. FIG. 4 shows an apparatus according to the second aspect of the present invention.
FIG. 4 is a diagram showing a pedaling force versus a pedaling displacement characteristic of an accelerator pedal. FIG. 5 shows an apparatus according to claim 2,
The block diagram which shows the Example of the reaction force production | generation means of an accelerator pedal. FIG. 6 is a flow chart showing the operation of the control device in the embodiment of the device described in claim 3. FIG. 7 is a flowchart of the time delay subroutine in the flowchart shown in FIG. FIG. 8 is a flow chart showing the operation of the control device in the embodiment of the device according to claim 4, 5 or 6. FIG. 9 is a flow chart showing an example of a maximum brake release routine in the flow chart shown in FIG. 8 regarding the device according to claim 4. FIG. 10 relates to the device according to claim 4,
FIG. 9 is a block diagram when the control device operates according to the flowchart shown in FIG. 8 and the maximum brake release routine is described in the flowchart of FIG. 9. FIG. 11 relates to the device according to claim 5,
9 is a flowchart of an example of a maximum brake release routine in the flowchart shown in FIG. FIG. 12 relates to the device according to claim 6,
9 is a flowchart of another example of the maximum brake release routine in the flowchart shown in FIG. FIG. 13 is a flow chart showing the operation of the control device in the embodiment of the device described in claim 7. FIG. 14 relates to the device according to claim 6,
FIG. 13 is a block diagram when the control device operates according to the flowchart shown in FIG. 8 and the maximum brake release routine is described in the flowchart of FIG. 12. FIG. 15 is a block diagram of an embodiment of the apparatus according to claim 8. FIG. 16 is a flow chart showing the operation of the control device in the embodiment of the device described in claim 8. FIG. 17 is a block diagram of an embodiment of the apparatus according to claim 9. FIG. 18 is a block diagram of an embodiment of the apparatus according to claim 10. FIG. 19 shows a block diagram of an embodiment of the apparatus according to claim 11. (Explanation of symbols) 30 ... Accelerator pedal 31 ... A fulcrum for rotationally fixing the accelerator pedal arm to the vehicle body 32 ... Accelerator pedal arm return spring 33 ... Supporting material fixedly connected to the vehicle body 34: a spring placed in a compressed state having a repulsive force stronger than 32 35: a flange for compressing 34: 36: a rod for transmitting displacement of an accelerator pedal to a stepping displacement detection device 37: fixedly A flange that is connected and presses 35. Support material that determines the position when the accelerator pedal is released.

Claims (11)

[Claims] 1. A pedaling force or pedaling displacement detecting device for detecting a pedaling force or a pedaling displacement of an accelerator pedal of an automobile and a control device, the control device controlling an opening and a brake of an engine throttle valve, and controlling the accelerator pedal. According to the detected value of the pedaling force or the pedaling displacement, the larger the detected value realizes the function of a normal accelerator pedal that opens the throttle valve of the engine to a larger extent, and the pedaling force that exceeds the first predetermined pedaling force or the pedaling displacement. Alternatively, when a pedaling displacement is detected, a throttle valve of the engine is closed, and a pedaling force or a pedaling displacement exceeding a second predetermined pedaling force or a pedaling displacement set to be larger than the first prescribed value is detected. Further, the brake fluid pressure is increased / decreased according to the magnitude of the treading force or the treading displacement, and the treading force or the treading displacement is set to the second predetermined treading force or If it becomes smaller than the displacement, the brake fluid pressure is released, and the pedal force or the displacement becomes smaller than the value in the released state of the accelerator pedal, that is, the third predetermined value close to the magnitude of zero. A vehicle braking system using an accelerator pedal, which sometimes restores the normal function of the accelerator pedal and holds the throttle valve of the engine closed until then. 2. A vehicle braking system using an accelerator pedal according to claim 1, wherein a fourth predetermined value is lower than the first predetermined pedal force or stepping displacement and higher than the third predetermined stepping force or stepping displacement. In the pedaling force or the pedaling displacement of the vehicle, an accelerator pedal reaction force generating means having a pedaling force versus the pedaling displacement characteristic in which the pedaling force sharply increases with an increase in the pedaling displacement is added. 3. A braking system for an automobile using an accelerator pedal according to claim 1 or 2, wherein the pedaling force or the stepping displacement of the accelerator pedal becomes greater than the first predetermined pedaling force or the stepping displacement. When the throttle valve of the engine is opened to a larger extent as the pedal effort or the displacement of the pedal is increased, a predetermined time delay is provided between the increase of the pedal effort or the displacement of the engine and the response of the throttle valve of the engine. A braking device for an automobile using an accelerator pedal, wherein a control device operates. 4. A vehicle braking system using an accelerator pedal according to claim 1, further comprising a pedaling force or a pedaling displacement detection device for the brake pedal, wherein the control device has the second predetermined pedaling force for the accelerator pedal. Alternatively, a fifth pedal force or pedal displacement higher than the pedal displacement is set, and when the pedal force or pedal displacement exceeds the set value, the brake fluid pressure is maximized, and the accelerator pedal pedal force or pedal displacement is set. Is less than or equal to the third predetermined pedal force or pedal displacement, and the pedal force or pedal displacement detection device of the brake pedal detects the prescribed pedal force or pedal displacement of the brake pedal, the maximum brake hydraulic pressure is released, and A vehicle braking system using an accelerator pedal, characterized in that both accelerator pedals restore normal braking and acceleration functions. 5. The braking system for an automobile with an accelerator pedal according to claim 1, wherein the braking system is higher than a second predetermined pedal force or a pedal displacement of the accelerator pedal.
Is set, and the brake fluid pressure is maximized when the pedaling force or the pedaling displacement exceeds the set value and the pedaling force or the pedaling displacement of the accelerator pedal is the third predetermined pedaling force. Alternatively, a braking device for an automobile using an accelerator pedal, wherein the maximum brake fluid pressure is released when the pressure becomes smaller than the stepping displacement, and the accelerator pedal restores the function of a normal accelerator pedal. 6. The braking system for an automobile using an accelerator pedal according to claim 1, further comprising a switch operable by a driver, wherein the control device has the second predetermined pedaling force or stepping on the accelerator pedal. A fifth pedal force or stepping displacement higher than the displacement is set, the brake fluid pressure is maximized when the stepping force or stepping displacement exceeds the set value, and the accelerator pedal stepping force or stepping displacement is A third predetermined pedal force or stepping displacement or less and by operating the switch, the maximum brake fluid pressure is released, and the accelerator pedal restores the function of a normal accelerator pedal. Braking device. 7. A braking device for an automobile using an accelerator pedal according to claim 4, 5, or 6, wherein the braking device is configured such that a pedaling force or a pedaling displacement of the accelerator pedal causes the fifth predetermined set value to be a predetermined value. A braking device for an automobile using an accelerator pedal, which maximizes the brake fluid pressure when the pressure exceeds a certain level continuously for a certain period of time. 8. A braking device for an automobile using an accelerator pedal according to claim 4, 5 or 6, further comprising an impact sensor for detecting an impact on a vehicle body due to an accident, wherein the braking device is an accelerator pedal. When the impact sensor sends out a detection signal when the pedaling force or the pedaling displacement of is larger than the fifth predetermined value, the brake fluid pressure is maximized from this point in time. Vehicle braking system with accelerator pedal. 9. A braking system for an automobile using an accelerator pedal according to claim 4, 5 or 6, further comprising an alarm device, wherein a pedaling force or a pedaling displacement of the accelerator pedal is the fifth predetermined pedaling force or a pedaling force. Braking of a vehicle with an accelerator pedal, characterized in that the alarm device is activated to give an acoustic or optical alarm to at least one of the inside and the outside of the vehicle while the maximum brake fluid pressure is realized by exceeding the displacement. apparatus. 10. A vehicle braking system using an accelerator pedal according to any one of claims 1, 2, 4, 5 or 6, further comprising an antilock brake control device, wherein antilock control of brake fluid pressure is performed during brake operation. A braking system for an automobile using an accelerator pedal, which is characterized by being performed. 11. A vehicle braking system using an accelerator pedal according to any one of claims 1, 2, 4, 5 or 6, further comprising a clutch drive device for detecting a pedaling force or a pedaling displacement of the accelerator pedal. The clutch drive device at the same time when the control device closes the throttle valve of the engine when it is detected that the pedaling force or the pedaling displacement of the accelerator pedal exceeds the first predetermined pedaling force or the pedaling displacement. When the vehicle is actuated, the clutch is disengaged, and the function of the normal accelerator pedal is restored to the accelerator pedal again, an operation of connecting the clutch is added at the same time to perform the braking operation of the automobile by the accelerator pedal.