JP2004291950A - Manual driving assist system for automobiles - Google Patents

Abstract

Provided is a manual driving assist device for a vehicle that enables a brake pedal and an accelerator pedal to be alternately controlled by a simple push / pull operation of a single operation handle.
An operating rod (2) and a first operating rod (5) having a first pedal connecting portion (3) at a front end connected to a brake pedal (B) of an automobile are connected via first lost motion means (12). 2 and a first operating rod 5 and a second operating rod 6 having a front end having a second pedal connecting part 4 connected to an accelerator pedal A of the vehicle via a reverse interlocking mechanism 7. A second lost motion means 13 is provided between the second operating rods 6.
[Selection diagram] FIG.

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an improvement of a manual driving assist device for a vehicle, which enables manual operation of a brake pedal and an accelerator pedal of the vehicle so that a person with a disabled leg can drive the vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, the following are known as such manual driving assist devices for automobiles.
[0003]
{Circle around (1)} One end and an intermediate portion of a common operating handle are provided at the rear end of the first operating rod having the front end connected to the brake pedal and at the rear end of the second operating rod having the front end connected to the accelerator pedal. The first and second operating rods are operated in opposite directions in the front-rear direction by swinging the operation handle back and forth through the respective pivots, whereby the brake pedal and the accelerator pedal are operated alternately. (See Patent Document 1 below).
[0004]
(2) A first operation handle is integrally formed at a rear end of the first operation rod having a front end connected to the brake pedal, and a second operation handle is formed at a rear end of the second operation rod having a front end connected to the accelerator pedal. The second operating rod is integrally formed, and the second operating handle is supported by a bracket provided on the first operating rod so as to be able to move forward and backward, and the brake pedal is operated by the forward and backward movement of the first operating handle, so that the second operating handle is operated. An accelerator pedal is actuated by forward and backward movement of a steering wheel (see Patent Document 2 below).
[0005]
[Patent Document 1]
JP-A-9-267666
[Patent Document 2]
U.S. Pat. No. 4,788,879
[0006]
[Problems to be solved by the invention]
By the way, in the case of the above (1), it is difficult to say that the operability is good because the common operation handle must be rocked back and forth, and in the case of the above (2), two operation handles are required. Since the user must perform the operation, the operation becomes complicated.
[0007]
SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has a manual driving assist device for a vehicle capable of alternately controlling a brake pedal and an accelerator pedal by a simple push-pull operation of a single operation handle. The purpose is to provide.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a manual driving assistance device for a vehicle, comprising: a first pedal connecting portion for connecting an operating handle formed by a driver at a rear end thereof to a brake pedal of the vehicle. Is connected to a first operating rod having a front end, and the operating rod and the first operating rod are connected to a second operating rod having a second pedal connecting portion connected to an accelerator pedal of an automobile at a front end thereof. A first feature is that the second operating rod is connected via a reversing interlocking mechanism that retreats and advances the second operating rod in accordance with the forward and backward movement of the first operating rod.
[0009]
According to the first feature, when the driver grips the operating handle and pushes the operating rod forward, the driver can push the first operating rod forward and depress the brake pedal, and conversely, pulls the operating handle. The rearward movement of the operating rod is transmitted to the second operating rod as forward movement by the reversing interlocking mechanism, and the accelerator pedal can be depressed. Therefore, the brake pedal and the accelerator pedal can be easily depressed by simply pushing and pulling the single operation handle, and the operability is good. Moreover, since only the rear part of the operating rod is present on the driver side, interference between the operating rod and other objects can be avoided, and the driving assist device can be installed in a narrow driver's seat of a small car. Becomes easier.
[0010]
According to the present invention, in addition to the first feature, the relative movement between the operating rod and the first operating rod is allowed between the operating rod and the first operating rod within a certain range along the operating direction of the brake pedal. A first lost motion means is provided, and a second lost motion means is provided between the operating rod and the second operating rod so that advance / retreat of the operating rod is invalidated within a certain range and is not transmitted to the second operating rod. This is a second feature.
[0011]
According to the second feature, the forward movement of the operating rod is not transmitted to the second operating rod by the second lost motion means, and the backward movement of the operating rod is not transmitted to the first operating rod by the first lost motion means. Therefore, the brake pedal and the accelerator pedal can be operated alternately without interfering with each other's pedal. In addition, the first and second lost motion means contribute to facilitating the operation by appropriately dulling the response at the time of the operation switching operation of the brake pedal and the accelerator pedal.
[0012]
Further, in addition to the second feature, the present invention provides the first lost motion means, wherein the operating rod and the first operating rod are axially slidably engaged with each other, and the operating rod is connected to the first operating rod. The third feature is that the stopper is configured to limit forward sliding.
[0013]
According to the third feature, the first lost motion means can be obtained with a simple structure.
[0014]
Still further, according to the present invention, in addition to any one of the first to third features, the reversing interlocking mechanism includes a first link whose one end is supported by the operation rod via a first pivot, and an intermediate portion. One end is supported by the first operating rod via a second pivot, and one end is supported by the second operating rod via a third pivot, and the other end is connected to the other end of the first link via a connecting shaft. A fourth feature is that the second link is connected to the section.
[0015]
According to the fourth feature, the forward / backward movement of the operating rod can be inverted and transmitted to the second operating rod with a simple structure.
[0016]
Still further, according to the present invention, in addition to any one of the second to fourth features, the second lost motion means is provided on one of the operating rod and the second operating rod by an elongated hole formed to extend in the axial direction thereof. A fifth feature is that the first and third pivots are slidably engaged with the long hole and are restricted in sliding by inner walls at both ends of the long hole.
[0017]
According to the fifth feature, the second lost motion means can be obtained with a simple structure.
[0018]
Still further, according to the present invention, in addition to any one of the second to fourth features, the second lost motion means may include an elongated hole formed in the first operating rod so as to extend in an axial direction thereof, A sixth feature is that the second pivot is slidably engaged with the second pivot and is restricted in sliding by inner walls at both ends of the elongated hole.
[0019]
According to the sixth feature, the second lost motion means can be obtained with a simple structure.
[0020]
Still further, according to the present invention, in addition to any one of the second to fourth features, the second link is divided into a pair of link halves that are flexibly connected via a joint axis parallel to the second pivot. The second lost motion means is provided by providing a stopper between the link halves to prevent the link halves from being bent when the operating rod is pulled to press the accelerator pedal. 7.
[0021]
According to the seventh feature, the second lost motion means can be obtained with a simple structure.
[0022]
Still further, according to the present invention, in addition to the first feature, the reverse interlocking mechanism is provided by a single link provided with a first pivot at one end, a second pivot at an intermediate portion, and a third pivot at the other end. A front end of the operating rod is relatively rotatably connected to one end of the link via the first pivot, and a rear end of the first operating rod is connected via the second pivot. The eighth connecting rod is connected to the intermediate portion of the link so as to be relatively rotatable, and the rear end of the second operating rod is connected to the other end of the link via the third pivot so as to be relatively rotatable. The feature.
[0023]
According to the eighth feature, the reversing interlocking mechanism can be constituted by only one link, thereby simplifying the structure of the manual driving assist device by reducing the number of parts, reducing the weight and reducing the cost. Since there is only one operating rod around the driver's knee, the operating rod can be freely arranged without giving the driver any cramps. Is good.
[0024]
Still further, according to the present invention, in addition to any one of the fourth, seventh and eighth features, the link and the second operating rod are disposed between the link and the second operating rod as the operating rod retreats. A ninth feature is that stopper means for restricting relative rotation is provided.
[0025]
The stopper means corresponds to a stopper bolt in a fourth embodiment of the present invention described later.
[0026]
According to the ninth feature, excessive rotation of the accelerator pedal can be easily prevented by restricting the relative rotation of the link and the second operating rod with the retreat of the operating rod by the stopper means. .
[0027]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described based on preferred embodiments of the present invention shown in the accompanying drawings.
[0028]
FIG. 1 is a perspective view of a driver's seat of an automobile in which a manual driving assist device according to a first embodiment of the present invention is set, FIG. 2 is a plan view showing the driving assist device in a set state, and FIG. 2, FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 2, FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 2, and FIG. 6 shows the driving assist device with the brake pedal depressed. FIG. 7 is a view corresponding to FIG. 3, FIG. 7 is a view corresponding to FIG. 3, and FIG. 8 is a view showing a manual drive assist apparatus according to a second embodiment of the present invention. FIG. 9 is a longitudinal sectional plan view showing the set state, FIG. 9 is a view showing the driving assist device in a depressed state of a brake pedal, and FIG. 10 is a view corresponding to FIG. 8; FIG. 11 shows a manual driving assist device according to a third embodiment of the present invention. FIG. 12 shows the driving assist device in a depressed state of a brake pedal. FIG. 13 shows the driving assist device in a depressed state of an accelerator pedal. FIG. FIG. 14 is an exploded perspective view of a second link in the driving assist device, FIG. 15 is a vertical sectional plan view showing a set state of a manual driving assist device according to a fourth embodiment of the present invention, and FIG. FIG. 17 is a longitudinal sectional view of the driving assist device, corresponding to FIG. 15, FIG. 17 is a diagram showing the driving assist device in a depressed state of a brake pedal, and FIG. 18 is a view corresponding to FIG. 16; FIG. 19 is a diagram corresponding to FIG. 16, and FIG. 19 is a diagram corresponding to FIG. 16, showing the driving assist device at the limit of depression of the accelerator pedal.
[0029]
First, the description starts with the description of the first embodiment of the present invention shown in FIGS. 1 to 3, a manual driving assist device D for manually operating a brake pedal B and an accelerator pedal A of an automobile includes an operating rod 2 formed at a rear end of an operating handle 1 gripped by a driver; A first operating rod 5 having a first pedal connecting portion 3 connected to the brake pedal B at a front end, and a rear end fitted to a front end of the operating rod 2 so as to be relatively slidable in an axial direction for a predetermined distance; The second operating rod 6 having a second pedal connecting portion 4 at the front end connected to the accelerator pedal A and the second operating rod 6 being moved backward and forward in accordance with the forward and backward movement of the operating rod 2 with respect to the first operating rod 5. And a reverse interlocking mechanism 7. The length of the operating rod 2 is set such that the operating handle 1 is located at a position closer to the front of the upper surface of the driver's seat S when the manual driving assist device D is set.
[0030]
The operating rod 2 has a hollow tubular shape with an open front end face. The rear end of the first operating rod 5 is slidably fitted in the hollow portion 10 and the fitting depth is constant. The stopper 11 is formed on the outer periphery of the intermediate portion of the first operating rod 5 so as to contact the front end face of the operating rod 2. The sliding portion of the hollow portion 10 and the first operating rod 5 and the stopper 11 allow the operating rod 2 and the first operating rod 5 to relatively move within a certain range along the operating direction of the brake pedal B. One lost motion means 12 is configured.
[0031]
The reversing interlocking mechanism 7 has a first link 15 whose rear end portion is supported by the operating rod 2 via the first pivot 17 and an intermediate portion which is supported by the first operating rod 5 via the second pivot 18. A second link 16 is provided, and one end of the second link 16 is connected to the other end of the first link 15 via a connection shaft 20 so as to be relatively swingable. A third pivot 19 is attached to the other end of the second link 16, and the third pivot 19 is slidably engaged with an elongated hole 21 formed in the second operating rod 6 and extending in the axial direction. Are combined. The long hole 21 and the third pivot 19 constitute a second lost motion means 13 that invalidates the advance / retreat of the operating rod 2 within a certain range and does not transmit the operating rod 2 to the second operating rod 6. In the above, the first, second and third pivots 17 to 19 and the connecting shaft 20 are arranged in parallel with each other.
[0032]
In the case of the first embodiment, the second link 16 has a plurality of support holes 14 through which the second pivot 18 can be selectively inserted so that the support point of the link 16 by the second pivot 18 can be adjusted. 14 are provided, and the lever ratio between the first, second and third pivots 17 to 19 can be changed by adjusting the support point of the link 16 by the second pivot 18. The first and second links 15 and 16 are arranged in a pair so as to sandwich the operating rod 2 and the first operating rod 5 in consideration of their strengths. .
[0033]
As shown in FIG. 4, the first pedal connecting portion 3 includes a pair of sandwiching plates 25 and 26 for sandwiching the stepping plate of the brake pedal B from front and rear, and two sets of fastening both ends of the sandwiching plates 25 and 26. It consists of a bolt 27 and a nut 28 with a knob.
[0034]
A cushion plate 29 made of an elastic material such as rubber, which is in close contact with the brake pedal B, is attached to the front holding plate 25, and bolts 27, 27 are erected on both ends of the holding plate 25. These bolts 27, 27 are used to penetrate their distal ends into bolt holes 30, 30 at both ends of the rear holding plate 26, and the nuts 28, 28 with knobs are screwed and tightened into the distal ends thereof, whereby the first bolts 27, 27 are tightened. The pedal connection part 3 is connected to the brake pedal B.
[0035]
A pivot 31 is fixed to the rear holding plate 26, and the pivot 31 is movably engaged with an elongated hole 32 extending in the axial direction at the distal end of the first operating rod 5. By doing so, the first pedal connecting portion 3 is connected to the first operating rod 5 so as to swing freely. The pivot 31 is disposed on a plane orthogonal to the second pivot 18.
[0036]
As shown in FIGS. 2 and 5, the second pedal connecting part 4 has basically the same structure as the first pedal connecting part 3. The reference numerals of the constituent members of the first pedal connecting portion 3 are denoted by reference numerals with "'" attached to the right shoulder, and the description thereof will be omitted. However, the pivot 31 ′ of the second pedal connector 4 is arranged at right angles to the pivot 31 of the first pedal connector 3. With the above structure, the second pedal connecting portion 4 is connected to the second operating rod 6 so as to swing freely.
[0037]
Next, the operation of the first embodiment will be described.
[0038]
FIGS. 2 and 3 show the setting state of the manual driving assist device D. Therefore, both the brake pedal B and the accelerator pedal A are in the inoperative position, that is, the retreat position. At this time, in the first lost motion means 12, the stopper 11 of the first operating rod 5 abuts on the front end of the operating rod 2, and in the second lost motion means 13, the third pivot 19 is the length of the second operating rod 6. The hole 21 is located near the rear inner wall.
[0039]
Now, when the driver grips the operating handle 1 and pushes the operating rod 2 forward from the above set state as shown in FIG. 6, the front end of the operating rod 2 already contacts the stopper 11 of the second operating rod 6. Therefore, the first operating rod 5 is immediately pushed forward from the operating rod 2, and the brake pedal B can be depressed via the first pedal connecting portion 3.
[0040]
Meanwhile, in the reversing interlocking mechanism 7, the first and second links 15, 16 move forward together with the operating rod 2 and the first operating rod 5 via the first and second pivots 17, 18, so that the third pivot 19 Simply moves forward through the long hole 21 of the second operating rod 6. Accordingly, the second operating rod 6 only swings around the pivot 31 'of the second pedal connecting portion 4 in accordance therewith, so that the accelerator pedal A can be kept at the non-operating position. In other words, the brake pedal B can be depressed by the pressing operation on the operation handle 1 without being interfered by the accelerator pedal A.
[0041]
Next, after the operating handle 1 is pulled backward to return to the set state of FIG. 3, the operating handle 1 is further pulled as shown in FIG. 7, and the first operating rod 5 connected to the brake pedal B in the retracted position is turned on. Since the operating rod 2 cannot slide rearward, the first link 15 is also pulled rearward while the operating rod 2 slides rearward with respect to the first operating rod 5, and the second link 16 is moved around the second pivot 18. When rotating in the counterclockwise direction, the third pivot 19 initially moves forward in the long hole 21 of the second operating rod 6 until the third pivot 19 contacts the inner wall of the front end of the long hole 21. The second operating rod 6 keeps the stopped state. Thereby, the responsiveness from the set state to the start of depression of the accelerator pedal A is reduced, and the operability can be improved.
[0042]
When the third pivot 19 contacts the inner wall of the front end of the long hole 21, the third pivot 19 pushes the second operating rod 6 forward with the further pulling operation of the operation handle 1 backward. Thus, the accelerator pedal A can be depressed via the second pedal connecting portion 4.
[0043]
During this time, the operation lever 2 and the first operation lever 5 slide with each other, so that the brake pedal B can be kept at the non-operation position. That is, the accelerator pedal A can be depressed by pulling the operation handle 1 without interference from the brake pedal B.
[0044]
When the operation handle 1 is pushed forward again to operate the brake pedal B from the depressed state of the accelerator pedal A, the second operation is performed until the front end of the operation rod 2 comes into contact with the stopper 11 of the first operation rod 5. Since the rod 6 does not move, the responsiveness until the depression of the brake pedal B is started is slowed down, so that the operability can be improved.
[0045]
As described above, by simply pushing and pulling the single operating handle 1, the brake pedal B and the accelerator pedal A can be easily depressed without interfering with each other, and the operability is good and special skill is required. do not do.
[0046]
Incidentally, even in the case of a driver having a weak grip force, the push-pull operation can be performed by fixing the driver's hand attached to the operation handle 1 with an appropriate band.
[0047]
Further, the connecting portion between the first pedal connecting portion 3 and the first operating rod 5 and the connecting portion between the second pedal connecting portion 4 and the second operating rod 6 are configured to swing freely as described above. When the brake pedal B and the accelerator pedal A are actuated, the operating rod 2 can swing up and down and left and right. Therefore, the driver can freely move the operating handle 1 up and down and left and right. Operability is further improved.
[0048]
Further, since only the rear portion of the operating rod 2 is present on the driver side, interference between the operating rod 2 and other objects can be avoided. Installation in the driver's seat is also easy.
[0049]
Next, a second embodiment of the present invention shown in FIGS. 8 to 10 will be described.
[0050]
In the second embodiment, the second lost motion means 113 has a long hole 35 formed in the first operating rod 5 so as to extend in the axial direction thereof, and is fixed to the second link 16 and slides into the long hole 35. It is movably engaged with the second pivot 18 whose sliding is restricted by inner walls at both ends of the elongated hole 35. Since other configurations are the same as those of the above-described embodiment, the same reference numerals are given to the portions corresponding to those of the previous embodiment in FIGS.
[0051]
Thus, as shown in FIG. 8, in the set state of the driving assist device D, the second pivot 18 is positioned near the front end wall of the elongated hole 35 of the first operating rod 5 in the second lost motion means 113. I have. Therefore, when the driver grips the operating handle 1 and pushes the operating rod 2 forward as shown in FIG. By moving the first pivot 17 and the elongated hole 35 forward together with the rod 2 and the first operating rod 5, the second link 16 is moved simply by moving the second pivot 18 relatively to the elongated hole 35 backward. By swinging, the accelerator pedal A can be kept at the inoperative position.
[0052]
When the operating handle 1 is pulled backward and returned to the set state of FIG. 8, when the operating handle 1 is further pulled as shown in FIG. 10, the second pivot 18 contacts the rear end wall of the elongated hole 35. As a result, the rearward movement of the operating rod 2 is transmitted to the second operating rod 6 via the first and second links 15 and 16 as forward movement, and the accelerator pedal A is released via the second pedal connecting portion 4. You can step on it.
[0053]
Subsequently, a third embodiment of the present invention shown in FIGS. 11 to 14 will be described.
[0054]
In the third embodiment, the second link 16 is a pair of link halves 16a, which are flexibly connected between the second and third pivots 18 and 19 via a joint shaft 36 parallel to the second pivot 18. 16b, one of the link halves 16a and 16b (the link half 16b on the third pivot 19 side in the illustrated example) is provided with one of the link halves 16a and 16b when the operating rod 2 is pulled to depress the accelerator pedal A. A stopper 37 is provided to abut one side surface of the body (in the illustrated example, the link half 16a on the second pivot 18 side) to prevent refraction of the two link halves 16a and 16b, thus forming the second lost motion means 213. Is done. The other configuration is the same as that of the first embodiment. Therefore, in FIGS. 11 to 14, the parts corresponding to those of the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.
[0055]
Thus, as shown in FIG. 11, in the set state of the driving assist device D, the stopper 37 of the link half 16b is separated from the side surface of the link half 16a in the second lost motion means 213, and both links are moved. The refraction of the halves 16a, 16b is free. Therefore, when the driver depresses the brake pedal B via the first operating rod 5 and the first pedal connecting part 3 by pushing the operating rod 2 forward as shown in FIG. As the first link 15 and the link half 16a move forward along with the rod 2 and the first operating rod 5, both link halves 16a and 16b bend about each other around the joint axis 36, thereby operating the operating rod. 2 is not transmitted to the second operating rod 6, and the accelerator pedal A can be kept at the non-operating position.
[0056]
When the operating handle 1 is further pulled back as shown in FIG. 13 after returning the operating handle 1 to the set state of FIG. 11, one side surface of the link half 16a is engaged with the stopper 37 of the link half 16b. Since the two link halves 16a and 16b are in contact with each other to prevent refraction, the backward movement of the operating rod 2 is transmitted to the second operating rod 6 via the second link 16 as forward movement, and the accelerator pedal A is released. You can step on it.
[0057]
Finally, a fourth embodiment of the present invention shown in FIGS. 15 to 19 will be described.
[0058]
In the fourth embodiment, as shown in FIGS. 15 and 16, the operating rod 2, the first operating rod 5, and the second operating rod 6 are arranged in this order from the left side. And the three pivots 41 to 43 are connected to each other by a reverse interlocking mechanism 7. That is, the front end of the operating rod 2 is relatively rotatably connected to the left end of the link 40 via the first pivot 41, and the rear end of the first operating rod 5 is connected to the middle of the link 40 with the second pivot. The rear end of the second operating rod 6 is connected to the right end of the link 40 via a third pivot 43 so as to be relatively rotatable. Between the link 40 and the second operating rod 6, it is possible to abut on one side of the second operating rod 6 to limit the relative rotation of the link 40 and the second operating rod 6 accompanying the retreat of the operating rod 2. A simple stopper bolt 44 is fixed to the link 40.
[0059]
The link 40 is provided with a plurality of support holes 45 through which the first pivot 41 can be selectively inserted so that the support point of the link 40 by the first pivot 41 can be adjusted. By adjusting the support point of the first pivot 41, the lever ratio between each of the first, second and third pivots 41 to 43 can be changed.
[0060]
The other configuration is the same as that of the first embodiment. Therefore, in FIGS. 15 and 16, parts corresponding to those of the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.
[0061]
The operation of the fourth embodiment will be described.
[0062]
FIGS. 15 and 16 show the set state of the manual driving assist device D. Therefore, both the brake pedal B and the accelerator pedal A are in the non-operation position, that is, the retreat position. Now, when the driver grips the operating handle 1 and pushes the operating rod 2 forward from the above set state, as shown in FIG. 16, the link 40 is pressed by the forward pressing force from the first pivot 41 at the left end. The second operating rod 6 connected to the accelerator pedal A is located at the limit of retreat, but the link 40 is pivoted about the third pivot 43 at the right end. It will rock forward. As a result, the link 40 can push the first operating rod 5 forward via the second pivot 42 and depress the brake pedal B via the first pedal connecting portion 3.
[0063]
Next, after the operating handle 1 is pulled backward to return to the set state of FIG. 16, when the operating handle 1 is further pulled forward as shown in FIG. 18, the first operating rod 5 that has reached the retreat limit moves backward. Cannot move, so that the link 40 swings counterclockwise around the intermediate second pivot 42 as a fulcrum, so that the rightmost third pivot 43 is moved in the second operation with the backward movement of the operating rod 2. Since the rod 6 is pressed forward, the accelerator pedal A can be depressed via the second pedal connecting portion 4.
[0064]
When the counterclockwise swing of the link 40 due to the pulling operation of the operating rod 2 advances to a predetermined angle, the stopper bolt 44 comes into contact with one side surface of the second operating rod 6 as shown in FIG. Is prevented from further swinging in the counterclockwise direction. As a result, the forward movement of the second operating rod 6 is also prevented, so that excessive depression of the accelerator pedal A can be prevented.
[0065]
By the way, since the reversing interlocking mechanism 7 is composed of only one link 40 and the first to third pivots 41 to 43, the structure of the manual driving assist device D is simplified and the weight is reduced by reducing the number of parts. In addition, since the cost can be reduced and only one operating rod 2 is present around the driver's knee, the operating rod 2 can be freely arranged without giving the driver any cramps. And can contribute to the improvement of the operability.
[0066]
The preferred embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and various design changes can be made without departing from the scope of the invention. For example, as the second lost motion means 13 of the first embodiment, a long hole 21 may be provided in the operating rod 2 and the first pivot 17 may be slidably engaged therewith. In the second lost motion means 213 of the third embodiment, the second link 16 can be divided into link halves 16a and 16b such that the joint shaft 36 is disposed between the second pivot 18 and the connecting shaft 20. .
[0067]
In the fourth embodiment, the stopper bolt 44 is fixed to the second operating rod 6, and the stopper bolt 44 contacts one side surface of the link 40, so that the relative rotation of the link 40 and the second operating rod 6 is controlled. It can also be restricted.
[0068]
The stopper means 44 in the fourth embodiment is also effective if provided between the link 16 and the second operating rod 6 in the first to third embodiments.
[0069]
【The invention's effect】
As described above, according to the first aspect of the present invention, the manual driving assistance device for an automobile includes an operation rod formed at a rear end of an operation handle gripped by a driver, and an operation rod connected to a brake pedal of the automobile. One pedal connecting part is connected to a first operating rod having a front end, and the operating rod and the first operating rod are connected to a second operating rod having a second pedal connecting part connected to an accelerator pedal of a vehicle at a front end. Since the operating rod is connected via a reversing interlocking mechanism for moving the second operating rod backward and forward in accordance with the forward and backward movement of the operating rod with respect to the first operating rod, the brake pedal can be simply pushed and pulled by a single operating handle. In addition, the accelerator pedal can be easily depressed, and the operability is good. Moreover, since only the rear part of the operating rod is present on the driver side, interference between the operating rod and other objects can be avoided, and the driving assist device can be installed in a narrow driver's seat of a small car. Becomes easier.
[0070]
According to the second aspect of the present invention, in addition to the first aspect, the operating rod and the first operating rod are provided between the operating rod and the first operating rod within a certain range along the operating direction of the brake pedal. A first lost motion means for permitting relative movement of the rod is provided, and between the operating rod and the second operating rod, the advance / retreat of the operating rod is invalidated within a certain range so as not to be transmitted to the second operating rod. Since two lost motion means are provided, when the operating rod is pushed and pulled, the first and second lost motion means are operated alternately, so that the brake pedal and the accelerator pedal are operated alternately without interfering with each other's pedal. be able to. In addition, the first and second lost motion means contribute to facilitating the operation by appropriately dulling the response at the time of the operation switching operation of the brake pedal and the accelerator pedal.
[0071]
According to a third aspect of the present invention, in addition to the second aspect, the first lost motion means includes an axially sliding fitting portion between the operating rod and the first operating rod, and the operating rod. The first lost motion means can be obtained with a simple structure.
[0072]
According to a fourth feature of the present invention, in addition to any one of the first to third features, the reverse interlocking mechanism is supported by the operating rod at one end thereof via a first pivot. One link and an intermediate portion are supported by the first operating rod via a second pivot, one end is supported by the second operating rod via a third pivot, and the other end is via a connecting shaft. With the second link connected to the other end of the first link, it is possible to reverse the forward / backward movement of the operating rod and transmit it to the second operating rod with a simple structure.
[0073]
According to a fifth aspect of the present invention, in addition to any one of the second to fourth aspects, the second lost motion means extends in the axial direction of one of the operating rod and the second operating rod. And one of the first and third pivots which are slidably engaged with the elongated hole and whose sliding is restricted by inner walls at both ends of the elongated hole. The second lost motion means can be obtained with a simple structure.
[0074]
According to a sixth aspect of the present invention, in addition to any one of the second to fourth aspects, the second lost motion means is formed on the first operating rod so as to extend in the axial direction. The second lost motion means is constituted by the elongated hole and the second pivot shaft which is slidably engaged with the elongated hole and whose sliding is restricted by inner walls at both ends of the elongated hole. Can be obtained with a simple structure.
[0075]
According to a seventh aspect of the present invention, in addition to any one of the second to fourth aspects, the second link is flexibly connected via a joint axis parallel to the second pivot. The second lost motion is provided by dividing into a pair of link halves and providing a stopper between the link halves to prevent refraction of both link halves when pulling the operating rod to press the accelerator pedal. Since the means is configured, the second lost motion means can be obtained with a simple structure.
[0076]
According to an eighth aspect of the present invention, in addition to the first aspect, a single pivot having a first pivot at one end, a second pivot at an intermediate portion, and a third pivot at the other end is provided. The link comprises the reverse interlocking mechanism, the front end of the operating rod is relatively rotatably connected to one end of the link via the first pivot, and the rear end of the first operating rod is The link is rotatably connected to the intermediate portion of the link via the second pivot, and the rear end of the second operating rod is relatively rotatable to the other end of the link via the third pivot. Connected, the reverse interlocking mechanism can be simply composed of one link and three pivots, and the number of parts reduces the number of parts, simplifying the structure of the manual driving assist device, reducing the weight and reducing the cost. And there is only one operating rod around the driver's knee. From without giving uncomfortable to the driver, and can be freely disposed of the operating rod, its operability is good.
[0077]
According to a ninth aspect of the present invention, in addition to any one of the fourth, seventh and eighth aspects, between the link and the second operating rod, the operating rod is retracted. Since the stopper means for limiting the relative rotation of the link and the second operating rod is provided, the relative rotation of the link and the second operating rod accompanying the retraction of the operating rod is limited by the stopper means, so that the accelerator pedal can be controlled. Can be easily prevented from being excessively depressed.
[Brief description of the drawings]
FIG. 1 is a perspective view of a driver's seat of an automobile in which a manual driving assistance device according to a first embodiment of the present invention is set.
FIG. 2 is a plan view showing the driving assist device in a set state.
FIG. 3 is a vertical sectional view of the driving assistance device, corresponding to FIG. 2;
FIG. 4 is a sectional view taken along line 4-4 in FIG. 2;
FIG. 5 is a sectional view taken along line 5-5 in FIG. 2;
FIG. 6 is a view corresponding to FIG. 3, showing the driving assist device in a depressed state of a brake pedal;
FIG. 7 is a view corresponding to FIG. 3, showing the driving assist device in a state where an accelerator pedal is depressed;
FIG. 8 is a vertical cross-sectional view showing a set state of a manual driving assist device according to a second embodiment of the present invention.
FIG. 9 is a view corresponding to FIG. 8, showing the driving assist device in a state in which a brake pedal is depressed;
10 is a view corresponding to FIG. 9, showing the driving assist device in a state in which an accelerator pedal is depressed;
FIG. 11 is a vertical sectional plan view showing a set state of a manual driving assistance device according to a third embodiment of the present invention.
FIG. 12 is a view corresponding to FIG. 11, showing the driving assist device in a state in which a brake pedal is depressed;
FIG. 13 is a view corresponding to FIG. 11, showing the driving assist device in a state where an accelerator pedal is depressed;
FIG. 14 is an exploded perspective view of a second link in the driving assist device.
FIG. 15 is a vertical cross-sectional view showing a set state of a manual driving assistance device according to a fourth embodiment of the present invention.
FIG. 16 is a vertical sectional view of the driving assistance device, corresponding to FIG.
FIG. 17 is a view corresponding to FIG. 16, showing the driving assist device in a depressed state of a brake pedal;
FIG. 18 is a view corresponding to FIG. 16, showing the driving assist device in a state where an accelerator pedal is depressed;
FIG. 19 is a diagram corresponding to FIG. 16, showing the driving assist device at the limit of depression of an accelerator pedal.
[Explanation of symbols]
A: Accelerator pedal
B ... Brake pedal
D ···· Manual driving assistance device
1 ... Operation handle
2 ···· Operation rod
3. Second pedal connection part
4. Second pedal connection part
5 First operating rod
6 Second rod
7 ... Reverse interlocking mechanism
11 Stopper
12. First lost motion means
13, 113, 213... Second lost motion means
15 1st link
16 Second link
16a, 16b ... link half
17 First Axis
18 Second Axis
19 ··· Third Axis
20 ··· Connecting shaft
31 ... Long hole
35 ···· Long hole
36 ... Joint axis
37 ···· Stopper
40 link
41 First Axis
42 Second Axis
43..3rd pivot
44 ···· Stopper means (stopper bolt)

Claims (9)

An operating rod (2) formed at the rear end with an operating handle (1) held by a driver is a first operating rod having a first pedal connecting portion (3) at a front end connected to a brake pedal (B) of an automobile. (5), the operating rod (2) and the first operating rod (5) are connected to an accelerator pedal (A) of a vehicle by a second operating rod (4) having a front end at a second pedal connecting portion (4). (6) connected via a reversing interlocking mechanism (7) for moving the second operating rod (6) backward and forward in accordance with the forward and backward movement of the operating rod (2) with respect to the first operating rod (5). A manual driving assistance device for an automobile, characterized in that: The manual driving assistance device for an automobile according to claim 1,
The relative movement of the operating rod (2) and the first operating rod (5) between the operating rod (2) and the first operating rod (5) within a certain range along the operating direction of the brake pedal (B). A first lost motion means (12) is provided, and between the operating rod (2) and the second operating rod (6), the advance and retreat of the operating rod (2) is invalidated within a certain range, and the second lost motion means (12) is disabled. A manual driving assist device for an automobile, characterized in that a second lost motion means (13, 113, 213) not transmitting to the operating rod (6) is provided. The manual driving assist device for an automobile according to claim 2,
The first lost motion means (12) is axially slidably fitted between the operating rod (2) and the first operating rod (5) and the first operating rod (5) of the operating rod (2). And a stopper (11) for limiting forward sliding with respect to (1). The manual driving assistance device for a vehicle according to any one of claims 1 to 3,
The reversing interlocking mechanism (7) includes a first link (15), one end of which is supported by the operating rod (2) via a first pivot (17), and an intermediate part, the first operating rod (5). One end is supported by the second operating rod (6) via a third pivot (19), respectively, and the other end is connected via a connecting shaft (20) via a second pivot (18). A manual driving assistance device for an automobile, comprising a second link (16) connected to the other end of the first link (15). The manual driving assistance device for an automobile according to any one of claims 2 to 4,
The second lost motion means (13) includes an elongated hole (21) formed in one of the operating rod (2) and the second operating rod (6) so as to extend in the axial direction thereof, and an elongated hole (21). ) Which is slidably engaged with one of the first and third pivots (19) whose sliding is restricted by inner walls at both ends of the elongated hole (21). Manual driving assist device. The manual driving assistance device for an automobile according to any one of claims 2 to 4,
The second lost motion means (113) is slidably engaged with an elongated hole (35) formed in the first operating rod (5) so as to extend in the axial direction thereof. And a second pivot (18) whose sliding is restricted by inner walls at both ends of the elongated hole (35). The manual driving assistance device for an automobile according to any one of claims 2 to 4,
The second link (16) is divided into a pair of link halves (16a, 16b) flexibly connected via a joint axis (36) parallel to the second pivot (18), and these links are divided. A stopper (37) is provided between the halves (16a, 16b) to prevent the link halves (16a, 16b) from being bent when the operating rod (2) is pulled to press the accelerator pedal (A). And a second lost motion means (213). The manual driving assistance device for an automobile according to claim 1,
One link (40) provided with a first pivot (41) at one end, a second pivot (42) at an intermediate portion, and a third pivot (43) at the other end, respectively, is provided by the link (40). ), The front end of the operating rod (2) is relatively rotatably connected to one end of the link (40) via the first pivot (41), and the first operating rod (5) ), The rear end of the second operating rod (6) is connected to the intermediate portion of the link (40) via the second pivot (42) so as to be relatively rotatable. A manual driving assist device for a motor vehicle, which is connected to the other end of the link (40) via a pivot (43) so as to be relatively rotatable. The manual driving assistance device for a vehicle according to any one of claims 4, 7 and 8,
Between the link (16, 40) and the second operating rod (6), the relative rotation of the link (40) and the second operating rod (6) accompanying the retreat of the operating rod (2) is restricted. A manual driving assistance device for a motor vehicle, characterized in that a stopper means (44) is provided.

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