Device for connecting a pedal assembly to a vehicle and vehicle having such a device

Abstract

The invention relates to a device (20) for the telescopic connection of a standing pedal assembly (10) designed with a housing (14) to a vehicle body (50) of a vehicle, in which the pedal assembly (10) is connected to the vehicle body (50) by means of at least two fixing elements (26), whereas, due to an opening (22) in the housing (14) and a guide (24) for the at least two fixing elements (26), the pedal assembly (10) can be moved in a prescribed manner in the direction of travel FR. The invention also relates to a vehicle having such a device (20).

Description

Technical Field

[0001] This invention relates to a device for telescopically connecting a housing-based, upright pedal assembly to the body of a vehicle, wherein the pedal assembly is connected to the body by means of at least two fixing elements; however, the pedal assembly is capable of predetermined (or defined) movement along the direction of travel due to openings in the housing and guides for the at least two fixing elements. The invention also relates to a vehicle having such a device. Background Technology

[0002] The vehicle has pedals for operation, which can be arranged in a suspended or stehend configuration. The pedal arrangement presents different challenges in the event of an accident. In an accident, the vehicle is typically braked suddenly, and the occupants initially continue moving in the direction of travel at an undiminished speed. The driver's foot or both feet, and possibly one or both legs, may then strike the pedals.

[0003] With suspended pedal arrangements, the intrusion and forward movement of the driver's foot, due to the foot slipping off the pedal, generates torques around the Y-axis and / or X-axis around the foot joint. The torque around the Y-axis can be suppressed by targeted flexibility of the pedal lever; however, this contradicts the desired functional requirements. Forces along the Z-direction (lower leg) can be reduced by so-called anti-collision pads in the heel area of ​​the vehicle's undercarriage. Slipping off the pedal is difficult to avoid.

[0004] If the pedal assembly is designed with a housing in a supported arrangement, the pedal plate can be planar with the housing. This avoids high moments in the foot joint. However, in this case, the pedal unit is a rigid block, which may generate higher forces along the Z-axis.

[0005] To absorb these forces, for example, as is known in the prior art, a layer made of elastomer is applied to the pedal. However, the force-absorbing capacity of such a layer is limited, and furthermore, this construction alters the ergonomics of the pedal assembly. Summary of the Invention

[0006] Therefore, the technical problem to be solved by the present invention is to propose a solution on how to design at least one upright pedal assembly so that the pedal assembly can absorb at least a portion of the force acting on the pedal assembly in the event of an accident, thereby reducing the risk of driver injury.

[0007] The technical problem is solved by a device for telescopically connecting a support-type pedal assembly to the body of a vehicle and a vehicle having the device according to the invention. Other preferred embodiments of the invention are derived from the remaining features.

[0008] In the device according to the invention for telescopically connecting a supported pedal assembly to the body of a vehicle, the supported pedal assembly has a housing and at least two fixing elements, and

[0009] The housing has openings in the regions of at least two of the fixing elements, through which the corresponding fixing elements can be guided to connect to the vehicle body, and the openings each have a longitudinal extension along the vehicle's direction of travel. The longitudinal extension allows the pedal assembly to move (Verschiebung, or slide) along the direction of travel.

[0010] - The housing has guides in the regions of at least two fixed elements, the guides corresponding to each other at least in the direction of the guides (or in terms of the direction of the guides), these guides extending along the vehicle's direction of travel and designed to influence the relative movement of the housing with respect to the fixed elements along the direction of the guides, and

[0011] - At least one of the fixing elements has an enlargement above the opening to prevent the housing from lifting (Abheben, or raising).

[0012] Within the scope of this invention, the pedal assembly should be understood as an integral part of a vehicle's pedal, housing, arrangement of the pedal within the housing, and connection of the pedal to means for braking, accelerating, and, if present, clutching. According to this invention, the pedal assembly should be telescopically connected to the vehicle body, such that the pedal assembly can move forward in the direction of travel due to a force, for example, due to an accident. This force will also be referred to hereinafter as a triggering event.

[0013] The device according to the invention has at least two fixing elements. The pedal assembly, with a housing, is connected to the vehicle body via these at least two fixing elements. To enable the pedal assembly to move along the driving direction, the housing first has openings in the areas of the at least two fixing elements, through which the fixing elements are guided and thus connected to the vehicle body for installation. These openings extend along a longitudinal direction corresponding to the driving direction. This allows the housing, and therefore the pedal assembly, to move forward and thus away from the driver of the vehicle.

[0014] Furthermore, the housing has guides in the regions of at least two fixing elements, the guides being at least corresponding or aligning with each other in their direction, extending along the vehicle's direction of travel and configured to influence the relative movement of the housing with respect to the at least two fixing elements along the direction of the guides. To ensure that the housing, and therefore the pedal assembly, moves only along the direction of travel, the housing should be moved forward along the at least two fixing elements. To ensure this direction of movement, guides are provided, constructed on or within the housing, and arranged on or within the housing, and the guides respectively surround one of the at least two fixing elements to such an extent that lateral movement of the housing or the pedal assembly is prevented. These guides may be constructed from or mounted on the bottom of the housing and, in particular, flush with the openings for fixing elements.

[0015] To prevent the housing or pedal assembly from lifting upwards, at least one of the fixing elements has an enlargement above the opening. This enlargement is designed such that the fixing element protrudes laterally beyond the opening, at least regionally. This enlargement can, for example, be designed in the form of a mushroom head. Ideally, all fixing elements have this enlargement. Because at least one of the fixing elements is now regionally wider than the opening due to the enlargement, the housing will not lift upwards or be lifted.

[0016] If the enlargement is positioned above the guide for the corresponding fixing element, it is advantageous to select the enlargement such that it extends laterally beyond the guide at least regionally.

[0017] The proposed design, through a telescopic connection, allows the pedal assembly to move longitudinally while preventing lateral or vertical movement. During normal pedal operation, the pedal assembly remains in place and does not move. If a large force is applied to one or more pedals or to the housing in the area surrounding the pedals, the pedal assembly moves forward away from the driver, thereby at least partially reducing the applied force. By designing the opposing surfaces of the housing's underside and the vehicle body in terms of material and surface styling, sufficiently large frictional resistance can be provided to prevent accidental movement of the pedal assembly. More advantageous design options related to this will be described below.

[0018] According to a first design of the device according to the invention, at least two fixing elements are arranged symmetrically with respect to the housing. This prevents the housing from rotating or tilting during movement. Therefore, when the number of fixing elements is odd, it is advantageous to arrange one fixing element approximately centrally among the other fixing elements.

[0019] In a second design embodiment of the invention, at least one of the fixing elements is designed as a pin (or bolt), which can be connected to the vehicle body by welding or threading. The pin is typically a cylindrical connecting device. Alternatively, the pin can be designed as a bolt, which can be screwed into a corresponding receiving portion in the vehicle body. As an alternative, such a pin can be welded to the vehicle body to create an arrangement in which the pin is fixed relative to the vehicle body.

[0020] The device, according to the invention, can also be designed such that it has a locking device corresponding to at least one fixed element with an enlarged portion, the locking device being guided at least regionally below and / or around the enlarged portion, thereby securing the pedal assembly along the vehicle's transverse and / or vertical axis (or vehicle height axis). This locking device should partially or completely surround and grip at least one fixed element in the region of the enlarged portion for guidance around the enlarged portion, and is specifically designed such that at least regional engagement is formed between the locking device and the fixed element, such engagement locking, i.e., securing, the housing and thus the pedal assembly relative to the vehicle body along the vertical and transverse axes. For this purpose, the locking device is fixedly connected to, fixed to, or a part of the housing. Here, mobility along the direction of travel must and should remain unchanged.

[0021] The advantage of this locking device is that the enlarged portion of the fixing element can be designed to be smaller, which is preferable in terms of manufacturing complexity and cost.

[0022] The locking device may be, for example, a hook-like structure made of plastic that at least partially grips at least one fixing element in the enlarged area and thereby prevents movement laterally and perpendicularly to the direction of travel (or vertically relative to the direction of travel). It is also applicable here that multiple or all fixing elements can be individually secured by the locking device to ensure uniform movement of the pedal assembly in the event of an accident.

[0023] The locking device can be designed in particular as a loop (Drahtschlaufe), wherein the loop forms a larger diameter than the fixing element in its turning region. The loop should be understood as an arc-shaped wire guided around the corresponding fixing element, thus guiding the wire along the enlargement of the fixing element below the enlargement. The turning region is the area where the orientation of the wire is reversed, causing the wire to extend towards its initial point. Now, if the loop has a larger diameter than the fixing element in this turning region, especially if the fixing element also has a circular cross-section, the loop can be guided around the turning region by the fixing element along with its enlargement during assembly of the device and then removed at a later time. In the remaining areas of the loop, the distance between the loop's edges should be less than the size of the fixing element along with its enlargement. Furthermore, the loop in this design must have sufficient longitudinal extension along the direction of travel to ensure the mobility of the pedal assembly. This results in a flexible system that can be easily assembled and disassembled when needed.

[0024] According to a particularly preferred design of the device of the present invention, at least one of the fixing elements has a force compensation device designed to allow relative movement of the housing relative to the fixing element only when a minimum force is applied. To prevent the pedal assembly from moving forward in the direction of travel under (excessively) low force, the force compensation device should be located at at least one fixing element. This force compensation device absorbs at least partially the applied force before the pedal assembly moves. To enable uniform movement, the fixing elements with force compensation devices should preferably be arranged symmetrically in the device.

[0025] The timing of pedal assembly movement can be specifically adjusted through the design of force compensation devices in terms of type, shape, size, material selection, and surface finish. Force compensation devices can, for example, be designed as a rough surface coating on the fixing element and located within the housing in contact with the guide. Therefore, the force acting on the pedal assembly to move it must be sufficiently large to overcome the resulting friction. Force compensation devices can also be additional elements arranged at or on the fixing element to provide frictional resistance.

[0026] Particularly preferred is that the force compensation device is designed as an elastomeric ring, which at least regionally surrounds the fixing element and has a diameter larger than that of the guide for the correspondingly attached fixing element. The force compensation device, in the form of an elastomeric ring, at least regionally surrounds the fixing element. The fixing element can therefore be, for example, a pin, and the pin is inserted (or pushed) into the elastomeric ring such that the longitudinal extension of the elastomeric ring relative to the pin at least partially surrounds the pin.

[0027] The diameter of the elastomeric ring should be larger than that of the guide for the corresponding fixed element. This means that the diameter of the elastomeric ring is larger than the net width of the guide for the fixed element, so that the fixed element with the elastomeric ring will not move into and / or along the guide when no deformation force is applied to the elastomeric ring. In the event of an accident or a triggering event, when a sufficiently large force sufficient to move the pedal assembly acts on the pedal assembly, the required deformation force is generated, in which case the pedal assembly moves relative to at least two fixed elements in the direction of travel and here compresses the guide through the fixed element with the elastomeric ring, whereby the elastomeric ring deforms. Thus, a large portion of the force acting on the pedal assembly due to the impact can be compensated. The force gradient increases until the elastomeric ring is maximally compensated, after which the housing or pedal assembly can be moved with a constant force.

[0028] In order to ensure the direction of this force change, the fixing element with the elastomeric ring can be positioned outside the guide in its initial position before the triggering event, so that the elastomeric ring has not yet deformed.

[0029] However, it can also be stipulated that the geometry of the guide member of the fixed element with force compensation device influences the direction of force change during pedal assembly movement. Therefore, the guide member can, for example, be slightly wider in the region of the initial position of the fixed element with force compensation device, so that the fixed element with force compensation device is not subjected to compressive pressure, deformation, etc. The guide member can narrow in its longitudinal extension along the travel direction, so that the fixed element reaches a narrower region of the guide member through which the housing moves, where the fixed element performs its function. The narrowing of the guide member can be achieved in sections of varying degrees, or the guide member can have sections of constant width. By determining the width of the guide member, i.e., the net dimension of the guide member for the passage of the fixed element, it is possible to influence how much force can be absorbed by the force compensation device, and thus how much force can be consumed and in what direction the pedal assembly movement is achieved.

[0030] If the longitudinal movement of the pedal assembly needs to be restricted, this can be achieved, according to another design of the invention, by the length of at least one opening (or at least one of said openings) in the housing, by the length of at least one guide among the at least two fixing elements, and / or by the length of at least one locking device. Each of these elements must allow movement of the pedal assembly in the longitudinal direction as specified in the corresponding specific design of the invention and for this purpose has a longitudinal extension. By presetting the length of this longitudinal extension, the movement of the pedal assembly can be specifically adjusted. Accordingly, the length of at least one opening in the housing, or the length of at least one guide among the at least two fixing elements, or the length of at least one locking device, or by a combination of two or three of these elements, can restrict the movement path along the driving direction. If the movement of the housing causes the end of one of the openings, the end of one of the guides, and / or the end of at least one locking device to come into contact with a fixing element fixed to the vehicle body, the movement is terminated.

[0031] According to the present invention, a vehicle (Fahrzeug, or means of transport) is also claimed, wherein the pedal assembly of the vehicle as disclosed above is retractably connected to the vehicle body.

[0032] By telescopically connecting the vehicle's upright pedal assembly according to the invention, a higher force acting on the pedal assembly due to the impact of the driver's foot or lower leg during an accident or other triggering event can be absorbed and converted into movement of the pedal assembly. This significantly reduces potential injury to the driver.

[0033] The proposed design allows for flexible installation and removal, as well as targeted adjustments to the mobility of the pedal assembly.

[0034] Unless otherwise stated separately, the different embodiments of the invention mentioned in this application can be advantageously combined with each other. Attached Figure Description

[0035] The invention is described below with reference to the accompanying drawings in the embodiments. In the drawings:

[0036] Figure 1 A pedal assembly having the device according to the invention is shown, along with a detailed perspective view; and

[0037] Figures 2a-2d Different cross-sections obtained by cutting through an exemplary embodiment of the device according to the invention are shown, along with the direction of force variation to be achieved therein. Detailed Implementation

[0038] Figure 1 A perspective view of a supported pedal assembly 10 with a housing 14 and two pedals 12 is shown. The housing 14 is transparently shown at one of the corners of the pedal assembly 10 facing the driver, so as to show the portion of the device 20 at that location, and the device is also shown in... Figure 1 The details are shown in the figures. However, not shown by reference numerals, other parts of the device 20 are also located at least on the right side of the pedal assembly 10, at the corner facing the driver, and the pedal assembly thus has at least two fixing elements 26.

[0039] Figures 2a-2b A horizontal cross-section of a portion of the device 30 in its installed state is shown. Figure 2a ) and pedal assembly 10 moved forward due to the accident, resulting in another horizontal profile ( Figure 2b ). Figure 2c Showing the target Figure 2a A side view.

[0040] Depend on Figure 1 The details and more detailed by Figures 2a-2d As can be seen from the view, fixing elements 26 are respectively provided at at least two corners of the pedal assembly 10. These fixing elements can pass through openings 22 in the housing 14 and connect to the vehicle body 50. The openings 22 are flush-surrounded by guides 24, which predetermine the direction of movement of the housing 14 relative to the fixing elements 26. Exemplarily, this should be taken as a starting point, meaning that the construction of the device 20 is identical in two local areas of the pedal assembly 10. Furthermore, other fixing elements 26 and corresponding openings 22, guides 24, etc., can be provided in other areas of the pedal assembly 10.

[0041] The fixing element 26 is designed as a pin with a mushroom head and welded to the vehicle body 50. The mushroom head corresponds to an enlargement 28, which prevents the pedal assembly 10 from being lifted off the vehicle body 50. For this purpose, a wire loop, acting as a locking device 30, is guided below the mushroom head 28. The wire loop has a turning area 32 and is fixed to the housing 14 at point 34. This locks the wire loop in its position. The wire loop 30 prevents the pedal assembly 10 from moving laterally or vertically. By increasing the clear width of the wire loop 30 in the turning area 32, it is possible for the wire loop 30 to move through the pin 26 with the mushroom head 28 in the turning area 32 during installation, and then move longitudinally to the installed position. Figure 2a ).

[0042] A force compensation device 36, in the form of an elastic ring, is arranged on the pin 26. This force compensation device influences the direction of force changes during use. Figure 2a and Figure 2bAs shown, the outer diameter of the force compensation device is slightly larger than the net width of the guide 24. Here, as... Figure 2b As shown, an overlapping portion 38 is generated. In the initial position ( Figure 2a As can be seen in the diagram, the elastomeric ring 36 surrounds the pin 26 without deformation or compression. If a sufficiently large force is now applied to the housing 14 or the pedal 12 of the pedal assembly 10, the housing 14 moves in the direction of travel FR indicated by the arrow. The guide 24 is thus pushed against the elastomeric ring 26, which is thereby squeezed and compressed. Here, as... Figure 2d As shown, the applied force is compensated for in the direction of the force change as the temperature rises.

[0043] If the elastomer ring 36 is fully compressed, the movement of the pedal assembly 10 along the travel direction FR is achieved with a constant force variation (see also...). Figure 2d ).Depend on Figure 2b You can see the final position after the movement.

[0044] However, the guide 24 can also be designed to be further narrowed in the moving end region in order to still compensate for the direction of the rising force change.

[0045] If there are no obstacles to obstruct longitudinal movement, the range of longitudinal movement is generated by the lengths of the opening 22 and the guide 24, which have a common longitudinal extension.

[0046] In an alternative not shown, pin 26 can be designed as a bolt. In this case, the elastomeric ring 36 should have a metal sleeve to absorb preload.

[0047] List of reference numerals

[0048] 10 Pedal Assembly

[0049] 12 pedals

[0050] 14. Shell

[0051] 20. Device for telescopically connecting pedal assemblies

[0052] 22. Openings in the casing

[0053] 24 guide components

[0054] 26 Fixing elements

[0055] 28. Enlarged portion of the fixing element

[0056] 30 Locking devices

[0057] 32. Turning area of ​​the locking device

[0058] 34. Fixing part of locking device

[0059] 36 Force Compensation Devices

[0060] 38. Overlapping portion of the elastomer ring

[0061] 50 body

[0062] FR driving direction

Claims

1. A device (20) for telescopically connecting a support-type pedal assembly (10) to the body (50) of a vehicle, wherein, The upright pedal assembly (10) has a housing (14), the device has at least two fixing elements (26), and wherein, The housing (14) has openings (22) in the regions of the at least two fixing elements (26), through which the corresponding fixing elements (26) can be guided to connect to the vehicle body (50), and the openings (22) have a longitudinal extension along the driving direction of the vehicle, which allows the pedal assembly (10) to move along the driving direction. - The housing (14) has guides (24) in the regions of the at least two fixing elements (26), the guides being corresponding to each other at least in the direction of the guides, the guides extending along the vehicle's travel direction and designed to influence the relative movement of the housing (14) with respect to the fixing elements (26) along the direction of the guides, and - At least one of the fixing elements (26) has an enlargement (28) above the opening (22) to prevent the housing (14) from lifting.

2. The apparatus (20) according to claim 1, characterized in that, The at least two fixing elements (26) are arranged symmetrically with respect to the housing (14).

3. The apparatus (20) according to claim 1 or 2, characterized in that, At least one of the fixing elements (26) is designed as a pin, which can be connected to the vehicle body (50) by welding or threading.

4. The apparatus (20) according to claim 1 or 2, characterized in that, The device is associated with at least one fixing element (26) having an enlargement (28) and is equipped with a locking device (30) that is guided at least regionally below and / or around the enlargement (28) to hold the pedal assembly (10) along the vehicle's transverse axis and / or vertical axis.

5. The apparatus (20) according to claim 4, characterized in that, The locking device (30) is designed as a loop, wherein the loop forms a larger diameter in its turning region (32) than the fixing element (26).

6. The apparatus (20) according to claim 1 or 2, characterized in that, At least one of the fixing elements (26) has a force compensation device (36) designed to allow relative movement of the housing (14) relative to the fixing element (26) only when a minimum force is applied.

7. The apparatus (20) according to claim 6, characterized in that, The force compensation device (36) is designed as an elastomeric ring that at least regionally surrounds the fixing element (26) and the diameter of the elastomeric ring is larger than the guide (24) for the corresponding fixing element (26).

8. The apparatus according to claim 6, characterized in that, The direction of force change when the pedal assembly (10) moves is influenced by the geometric design of the guide (24) of the fixing element (26) with force compensation device (36).

9. The apparatus (20) according to claim 1 or 2, characterized in that, The longitudinal movement of the pedal assembly (10) is restricted by the length of at least one of the openings (22) in the housing (14), by the length of at least one of the guides (24) for at least two fixing elements (26), and / or by the length of at least one locking device.

10. A vehicle having a means (20) for telescopically connecting a support pedal assembly (10) to the vehicle body (50) as described in any one of the preceding claims.

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