JP2008090381A - Automobile operation pedal device - Google Patents

Abstract

An object of the present invention is to move a pivot shaft backward at the time of backward deformation of a dashboard to prevent the stepped portion of an operation pedal from approaching a driver, and maintain the state even during subsequent springback of each portion.
When a control lever 21 is brought into contact with a stopper member 23 and is rotated in accordance with a backward deformation of the dashboard 3, a partition wall 24 is broken by an excessive load F2 received by the pivot 13 from the lever 21, and the inside of the long hole 25 is broken. The control lever 21 is formed with a lock surface 29 that engages with the front surface of the pivot shaft 13 to lock the return rotation of the control lever 21.
[Selection] Figure 7

Description

  The present invention relates to an automobile in which an operation pedal for operating an operating device attached to the front face of a dashboard of a vehicle body or a relay lever linked thereto is attached to a bracket fixed to the rear face of the dashboard via a pivot. The present invention relates to an operation pedal device, and more particularly to an improvement of an operation pedal device that prevents a stepped portion of an operation pedal from approaching a driver even when a dashboard supporting a bracket is deformed backward in a frontal collision of a vehicle.

The present inventor has provided an operation pedal device on the front of the dashboard of the vehicle body as an operation pedal device that prevents the stepped portion of the operation pedal from approaching the driver even when the dashboard supporting the bracket is reversely deformed in a frontal collision in an automobile. An operation pedal device for an automobile, in which an operation pedal for operating an attached operating device or a relay lever linked to the operation pedal is attached to a bracket fixed to the rear surface of the dashboard via a pivot. And a long hole extending behind the support hole with a partition wall sandwiched between the support hole and a lower arm facing the front surface of the pivot via the operation pedal or relay lever. The control lever is pivotally supported and fixed to the upper arm of the control lever and to the strength member of the vehicle body. When the control lever is turned against the stopper member as the dashboard is moved backward, the partition wall is broken by an excessive load received from the control lever. Have already been proposed (see Patent Document 1).
JP 2000-160150 A

  According to the above-mentioned operation pedal device of an automobile, the presence of the partition wall can make it circular corresponding to the outer peripheral surface of the pivot, so that there is no play between the support hole and the pivot, and the operation feeling of the operation pedal is reduced. Can be good. In addition, when the dashboard is retracted and deformed due to a frontal collision of the automobile, the control lever abuts against the stopper member and rotates, and the bulkhead breaks due to the excessive load that the pivot receives from the control lever, causing the inside of the slot to move backwards. Since it moves, the operating pedal can be prevented from approaching the driver by turning so that the stepped portion moves forward.

  However, in the above, after the collision, the control lever and the stopper member may be separated from each other due to the springback of each deformed part, and the deterring force of the stopper member against the control lever may be lost. It turned out that the return spring was turned by the urging force of the return spring, and the stepped part was brought closer to the driver side.

  The present invention has been made in view of such circumstances, and after a partition crashes due to an excessive load received from a control lever by a collision of an automobile and moves backward in a long hole, control is performed by springback. Even if the lever and the stopper member are separated from each other and the deterrence of the stopper member against the control lever is lost, the control lever does not lose its deterrence to the operation lever, and the position where the step of the operation lever is moved forward from the driver. An object of the present invention is to provide an operation pedal device for an automobile that can be securely held.

  In order to achieve the above object, the present invention provides an operation pedal for operating an operating device attached to the front surface of a dashboard of a vehicle body or a relay lever linked to the operation pedal, pivotally attached to a bracket fixed to the rear surface of the dashboard. The bracket is provided with a support hole for supporting the pivot, and a long hole extending behind the support hole with a partition wall interposed between the support hole and via the operation pedal or the relay lever. A pivot lever is pivotally supported on the front surface of the pivot so as to face the lower arm, and a stopper member fixed to the strength member of the vehicle body is opposed to the upper arm of the control lever from the rear, so that the dashboard When the control lever comes into contact with the stopper member and rotates with the backward deformation of the pivot, the pivot is In the operation pedal device for an automobile, the partition is broken due to an excessive load received from the vehicle and moved backward in the long hole. The control lever is provided with the partition due to the excessive load received by the pivot from the control lever. A first feature is that a lock surface is formed that engages with the front surface of the pivot shaft to lock the return rotation of the control lever when it breaks and moves backward in the elongated hole.

  The actuating device corresponds to the negative pressure booster 4 in the embodiment to be described later of the present invention, the operation pedal corresponds to the brake pedal 10 in the embodiment, and the strength member corresponds to the embodiment. It corresponds to the steering hanger beam 22 inside.

  According to the present invention, in addition to the first feature, when the lock surface of the control lever is rotated between the bracket and the control lever to a position where the lock surface is engaged with the front surface of the pivot, the rotation position is maintained. Thus, the second feature is that a friction means for generating a frictional force is provided.

  In addition to the second feature of the present invention, when the friction means is rotated to a position where the lock surface of the control lever comes into contact with the front surface of the pivot, the control lever is frictionally engaged with the control lever. A third feature is that the narrow groove is configured to hold the lever.

  According to the first feature of the present invention, the support hole can be formed into a circular shape corresponding to the outer peripheral surface of the pivot due to the presence of the partition wall. The operational feeling can be improved. Moreover, when the dashboard is deformed backward, the control lever abuts against the stopper member and rotates, and the pivot is broken by the excessive load received from the control lever and moves backward in the long hole. By rotating the step part so as to move forward, it is possible to prevent the step part from approaching the driver.

  Moreover, when the control lever moves the pivot sufficiently to the rear of the long hole, the lock surface of the control lever engages with the front surface of the pivot, and the engagement force causes the control lever and the pivot to lock together. Can be prevented from returning. Therefore, after the collision, even if the control lever is separated from the stopper member by the spring back of each deformed part, the engagement state between the lock surface of the control lever and the pivot is maintained, so that the pivot returns to the front. No, the forward displacement state of the stepped portion of the operation pedal can be maintained.

  According to the second feature of the present invention, when the lock surface of the control lever is rotated to the position where it is engaged with the front surface of the pivot, the control lever is held at the rotation position by the operation of the friction means. It is possible to prevent the later control lever from moving freely and to securely maintain the engagement state between the lock surface and the pivot.

  According to the third feature of the present invention, since the friction means can be simply configured without adding any special parts, the cost of the friction means is not increased.

  Embodiments of the present invention will be described below based on preferred embodiments of the present invention shown in the drawings.

  1 is a side view of an operation pedal device for an automobile according to a first embodiment of the present invention, FIG. 2 is a view taken in the direction of arrow 2 in FIG. 1, FIG. 3 is an enlarged view of a portion 2 in FIG. FIG. 5 is a sectional view taken along line 5-5 in FIG. 3, FIG. 6 is an explanatory diagram corresponding to FIG. 1, FIG. 7 is an enlarged view of part 7 in FIG. 6, and FIG. 9 is a side view of the operation pedal device of the automobile according to FIG. 9, FIG. 9 is an operation explanatory view corresponding to FIG. 8, and FIG. 10 is a view corresponding to FIG. 8 showing a third embodiment of the present invention.

  First, a description will be given of the first embodiment of the present invention shown in FIGS.

  1 and 2, a dashboard 3 of a vehicle body that partitions between a front engine compartment 1 and a rear compartment 2 in an automobile, a negative pressure booster 4 arranged in the engine compartment 1, and a compartment 2 are arranged. The bracket 5 is firmly fixed by a plurality of bolts 6, 6. A brake master cylinder 7 which is boosted by this is attached to the front surface of the negative pressure booster 4, and a hydraulic conduit (connected to the wheel cylinders of the front wheel brake and the rear wheel brake) is connected to the output port of the brake master cylinder 7. (Not shown) are connected.

  The bracket 5 includes a pair of left and right side wall plates 5a, 5a whose front ends are fixed to the dashboard 3 by the bolts 6, 6,..., And a ceiling plate 5b that integrally connects the upper ends of the side wall plates 5a, 5a, The pair of side wall plates 5a, 5a is composed of a rear wall plate 5c that integrally connects the rear ends of the side wall plates 5a, 5a. The upper end portion of the brake pedal 10 is pivotally supported on the side wall plates 5a, 5a, and the clevis 8 at the rear end of the input rod 4a of the negative pressure booster 4 that penetrates the dashboard 3 in the middle portion of the brake pedal 10. Are connected via a connecting shaft 9. A stop switch 11 for lighting a stop lamp at the rear of the vehicle body is attached to the rear wall plate 5c in response to the forward movement of the brake pedal 10 from the reverse position. A return spring 12 that biases the brake pedal 10 in the backward direction is connected between the bracket 5 and the brake pedal 10.

  Now, the support structure of the brake pedal 10 will be described in detail.

  As shown in FIGS. 2 to 5, an outer cylinder 14 is fixed to the upper end portion of the brake pedal 10 by welding, and the outer cylinder 14 has support holes 15 provided in the side wall plates 5a and 5a. Are supported by the core shaft 16 supported at both ends via bearing bushes 17 and 17 so as to be relatively rotatable. The core shaft 16 and the outer cylinder 14 constitute a pivot 13 that rotatably supports the brake pedal 10 on the bracket 5.

  Thus, when the driver depresses the step portion 10a of the brake pedal 10 forward, the brake pedal 10 rotates forward around the core shaft 16 and presses the input rod 4a forward, whereby the negative pressure booster 4 Boosts the brake master cylinder 7, and the brake master cylinder 7 supplies the hydraulic pressure generated therein to the front wheel brake and the rear wheel brake to operate them. At that time, a brake reaction force F <b> 1 (see FIG. 3) applied to the brake pedal 10 acts on the inner surface of the support hole 15 from the core shaft 16.

  Both ends of a support shaft 19 supported in parallel with the core shaft 16 are fixed to the upper portions of the left and right side wall plates 5a, 5a, and the pair of left and right control levers 21 and 21 are rotatably supported by the support shaft 19. Is done. Each of the control levers 21 and 21 has an upper arm 21b and a lower arm 21a that protrude in the vertical direction of the support shaft 19, and these upper arms 21b and 21b are integrated with each other via a connecting wall 21c. Connected. The connecting wall 21c is disposed so as to face the front surface of the stopper member 23 fixed to the steering hanger beam 22 which is a strength member of the vehicle body, and the left and right lower arms 21a are connected to the outer cylinder 14 of the brake pedal 10. It arrange | positions so that there may exist a small clearance gap in the front. At this time, the support shafts 19 of the control levers 21 and 21 are arranged such that the distance A between the core shaft 16 and the support shaft 19 is smaller than the distance B between the core shaft 16 and the connecting shaft 9. When the support arm 19 is rotated counterclockwise in FIG. 5, the lower arm 21a presses the front surface of the outer cylinder 14 of the brake pedal 10, and the load F2 deviates from the line of action of the brake reaction force F1. Is applied to the core shaft 16. A long hole 25 extending along the line of action of the load F2 is provided in the side wall plates 5a and 5a so as to be adjacent to the rear of the support hole 15 with the partition wall 24 interposed therebetween. A fragile portion 24a having a groove is formed at one end of the partition wall 24. When the partition wall 24 receives an excessive load F2 from the core shaft 16, the fragile portion 24a is broken. The long hole 25 is configured to receive the core shaft 16 that has broken the partition wall 24 and guide it backward, and to one side of the long hole 25, the partition wall 24 that is deformed by the breakage of the fragile portion 24a is received. A recess 25a is provided.

  At the lower ends of the left and right lower arms 21a and 21a, when the control levers 21 and 21 break the partition wall 24 and move the long hole 25 backward, they engage with the front surface of the outer cylinder 14 and the return of the control lever 21 A lock surface 29 that locks the movement is formed. The lock surface 29 is an arc surface centered on the support shaft 19, and the length of the arc is determined by further rotation of the control lever 21 after the lock surface 29 is engaged with the outer cylinder 14. It is set to a sufficient length so as to maintain the engagement of the lock surface 29 with the outer cylinder 14.

  The connecting wall 21c of the control lever 21 is integrally formed with a small support piece 26 protruding forward from its lower end, and this support piece 26 is attached to the ceiling plate 5b of the bracket 5 via a rivet 27. It is fixed. Thus, the control lever 21 is normally held at the initial position. The support piece 26 is deformed so that the rotation of the control lever 21 is not hindered when the stopper member 23 is pressed forward against the connecting wall 21c of the control lever 21 due to the collision of the automobile.

  The ceiling plate 5b of the bracket 5 is provided with slits 28, 28 in the front-rear direction that allow the left and right lever portions 21, 21 of the control lever 21 to rotate, and the front portions of these slits 28, 28 are constricted grooves 28a, When the control lever 21 is rotated to a position where the lock surface 29 is engaged with the front surface of the outer cylinder 14, the left and right lever portions 21 and 21 enter into the narrowed grooves 28a and 28a. Thus, a frictional force is generated between the left and right lever portions 21 and 21 and the inner walls of the narrowing grooves 28a and 28a to suppress the reluctance of the control lever 21.

  Next, the operation of this embodiment will be described.

  During normal braking operation in which the driver steps forward on the stepped portion 10a of the brake pedal 10, the brake reaction force F1 acts on the inner surface of the support hole 15 of the bracket 5 from the core shaft 16, but the line of action of the brake reaction force F1 Since the partition wall 24 and the long hole 25 are provided outside, the partition wall 24 is not broken by the brake reaction force F1, so that the brake force can be reliably transmitted to the input rod 4a of the negative pressure booster 4. it can. Moreover, the support hole 15 that supports the core shaft 16 can be made circular corresponding to the outer peripheral surface of the core shaft 16 due to the presence of the partition wall 24, so that no play occurs between the support hole 15 and the core shaft 16. The operation feeling of the brake pedal 10 can be improved.

  In the unlikely event of a frontal collision of the automobile, an excessive load is applied to the brake master cylinder 7 and the negative pressure booster 4 from the front as shown in FIGS. 6 and 7, and the bracket 5 is greatly displaced rearward due to the deformation of the dashboard 3. In this case, the left and right upper arms 21b, 21b of the control lever 21 abut against the stopper member 23 of the steering hanger beam 22, and the reaction lever 21 and 21 breaks the support piece 26 or the rivet 27 by the reaction. It rotates counterclockwise around the support shaft 19 in FIG. Then, the left and right lower arms 21 a and 21 a of the control lever 21 strongly press the core shaft 16 toward the partition wall 24 via the outer cylinder 14 of the brake pedal 10. Break 24a.

  As a result, the core shaft 16 moves backward in the long hole 25 while pushing the broken partition wall 24 into the concave portion 25a on one side of the long hole 25, and accordingly, the brake pedal 10 is connected to the input rod 4a. By rotating clockwise around the shaft 9 in FIG. 6, the stepped portion 10a is displaced forward. Therefore, the driver does not need to receive a kickback from the brake pedal 10 even during a brake operation.

  When the lower arms 21a and 21a of the control lever 21 sufficiently move the core shaft 16 to the rear of the long hole 25 via the outer cylinder 14, the lock surfaces 29 at the tips of the lower arms 21a and 21a are brought to the front of the outer cylinder 14. Engage. As a result, the rearward movement of the core shaft 16 is stopped, and the control lever 21 and the outer tube 14 are locked to each other by the engaging force between the lock surface 29 and the outer tube 14 at the stop position. Is prevented from returning to the front. Therefore, after the frontal collision, the control lever 21 is moved forward from the stopper member 23 by the spring back of the dashboard 3 or the like, and the engagement state between the lock surface 29 of the control lever 21 and the outer cylinder 14 is maintained. The core shaft 16 does not return to the front, and the forward displacement state of the step portion 10a can be maintained.

  During this time, as the control lever 21 rotates counterclockwise, the left and right upper arms 21b and 21b enter so as to bite into the narrow grooves 28a and 28a of the slits 28 and 28, so that the upper arms 21b and 21b And the inner wall of the constricted grooves 28a, 28a can prevent the loose movement of the control lever 21 after the rotation, so that the engagement state between the lock surface 29 and the outer cylinder 14 is reliably maintained. can do. In addition, the structure is very simple in that the front portions of the slits 28 and 28 are formed in the narrowed grooves 28a and 28a, and there is no problem of cost increase because no special parts are added.

  In the above, the fact that the inter-axis distance A between the support shaft 19 and the core shaft 16 is set smaller than the inter-axis distance B between the core shaft 16 and the connecting shaft 9 means that the line of action of the brake reaction force F1 acting on the core shaft 16 and The control levers 21 and 21 are effective in being able to easily shift the action line of the excessive load F2 applied to the core shaft 16, and therefore, the partition wall 24 arranged on the action line of the excessive load F2 includes Only at the time of a frontal collision, the excessive load F2 from the control levers 21 and 21 can be reliably applied, and the desired effect can be achieved.

  Further, the weakened portion 24a is provided at one end portion of the partition wall 24, and the concave portion 25a for receiving the partition wall 24 broken by the weakened portion 24a is provided at one side of the long hole 25. By pushing the fractured partition wall 24 into the recess 25a, the partition wall 24 can move in the long hole 25 without being obstructed, and the desired effect can be achieved.

  Next, a second embodiment of the present invention shown in FIGS. 8 and 9 will be described.

  A bell crank-shaped relay lever 32 connected to the input rod 4a via a connecting shaft 9 is supported on the core shaft 16, and the control levers 21 and 21 are mounted on the front surface of the relay lever 32 in the vicinity of the core shaft 16. The lower arm 21a is disposed to face the lower arm 21a.

  The brake pedal 10 is supported by the bracket 5 via another core shaft 33 below the relay lever 32 and is connected to the relay lever 32 via a link 34. Since other configurations are substantially the same as those of the previous embodiment, portions corresponding to those of the previous embodiment in FIGS. 8 and 9 are denoted by the same reference numerals, and redundant description is omitted.

  According to the second embodiment, by arbitrarily setting the lever ratio between the brake pedal 10 and the relay lever 32 and the lever ratio on the input side and output side of the relay lever 32, the movement of the brake pedal 10 is increased or reduced. It can be decelerated and transmitted to the input rod 4a. Further, at the time of a frontal collision, the control levers 21 and 21 come into contact with the stopper member 23 and rotate counterclockwise as shown in FIG. 10, and the core shaft 16 breaks the partition wall 24 and moves backward in the long hole 25. When doing so, the relay lever 32 rotates clockwise around the connecting shaft 9 and rotates the brake pedal 10 clockwise around the core shaft 37 via the link 34 in FIG. Can be displaced.

  Finally, a third embodiment of the present invention shown in FIG. 10 will be described.

  In the third embodiment, the reverse position of the brake pedal 10 can be adjusted in the second embodiment. That is, a pedal support link 35 is rotatably supported on the core shaft 16 or another core shaft close thereto, and the pedal support link 35 is placed between the pedal support link 35 and the bracket 5 at an arbitrary rotation position. Pedal adjusting means 36 is provided which can be fixed. In a state where the pedal support link 35 and the link 34 are parallel, the pedal support link 35 and the brake pedal 10 are connected via a core shaft 37. Since other configurations are the same as those of the second embodiment, portions corresponding to those of the second embodiment in FIG. 10 are denoted by the same reference numerals, and redundant description is omitted.

  According to the third embodiment, when the pedal support link 35 is swung back and forth by the pedal adjusting means 36, the brake pedal 10 is translated in parallel by the cooperation of the pedal support link 35 and the link 34. The position of the stepped portion 10a in the retracted position can be adjusted to suit the driver's physique. When the pedal support link 35 is fixed by the pedal adjusting means 36, the pedal support link 35 is integrated with the bracket 5, so that the brake pedal 10 is substantially supported by the bracket 5, and then the second embodiment. The same effect as the example can be exhibited.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the present invention can be applied to a clutch system.

1 is a side view of an operation pedal device for an automobile according to a first embodiment of the present invention. FIG. FIG. 2 is an enlarged view of part 2 of FIG. 1. FIG. 4 is a view taken in the direction of arrow 4 in FIG. 3. FIG. 5 is a sectional view taken along line 5-5 of FIG. Action explanatory drawing corresponding to FIG. FIG. 7 is an enlarged view of part 7 of FIG. 6. The side view of the operation pedal apparatus of the motor vehicle based on 2nd Example of this invention. Action explanatory drawing corresponding to FIG. FIG. 9 is a diagram corresponding to FIG. 8 showing a third embodiment of the present invention.

Explanation of symbols

3 .... Dashboard 4 .... Operating equipment (negative pressure booster)
5. Bracket 10: Operation pedal (brake pedal)
10a ··· Step 13 ··· Pivot 15 · · · Support hole 21 · · · Control lever 22 · · · Strength member of the vehicle body (steering hanger beam)
23... Stopper member 24... Partition 25... Slot 28... Slit 28 a.
29 …… Lock surface 32 …… Relay lever

Claims (3)

An operation pedal (10) for operating the operating device (4) attached to the front surface of the dashboard (3) of the vehicle body or a relay lever (32) linked thereto is fixed to the rear surface of the dashboard (3). The bracket (5) is attached via a pivot (13), the bracket (5) is supported by a support hole (15) for supporting the pivot (13), and a partition wall (24) is sandwiched between the support holes (15). An elongated hole (25) extending rearward of the support hole (15) is provided adjacent to the lower arm (21a) on the front surface of the pivot (13) via the operation pedal (10) or the relay lever (32). The control lever (21) that faces is pivotably supported, and a stopper member (23) fixed to the strength member (22) of the vehicle body is rearwardly mounted on the upper arm (21b) of the control lever (21). When the control lever (21) rotates in contact with the stopper member (23) as the dashboard (3) moves backward, the pivot (13) moves away from the control lever (21). In an operation pedal device for an automobile, the bulkhead (24) is broken by an excessive load (F2) to be received and moved backward in the elongated hole (25).
The control lever (21) has a structure in which the partition (24) is broken by the overload (F2) received by the pivot (13) from the control lever (21) and moved backward in the long hole (25). An operation pedal device for an automobile, characterized in that a lock surface (29) is formed to engage the front surface of the pivot (21) and lock the return rotation of the control lever (21). The operation pedal device for an automobile according to claim 1,
When the lock surface (29) of the control lever (21) rotates between the bracket (5) and the control lever (21) to a position where it engages with the front surface of the pivot (21), the rotation position is changed. An operation pedal device for an automobile, characterized in that friction means (28a) for generating a frictional force is provided so as to be held. The operation pedal device for an automobile according to claim 2,
The friction means is frictionally engaged with the control lever (21) when the lock surface (29) of the control lever (21) is rotated to a position where the lock surface (29) contacts the front surface of the pivot (21). An operation pedal device for an automobile characterized by comprising a narrowed groove (28a) for holding (21).

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