Vehicle operation pedal device

Abstract

The collision small lever (60) is displaced to a position where a load applied to the rivet pin (15) is released in correspondence with abutment of the collision bracket (200) to the second abutment portion (60A) when the dash panel P is displaced toward the rear of the vehicle at the time of vehicle collision. By releasing the fixation of the rotating lever (50) of the collision small lever (60) and the second arm (40) by the rivet pin (15), the tread portion (21) is displaced toward the front side of the vehicle.

Description

Technical Field

[0001] This invention relates to a vehicle operating pedal device that, when a vehicle structural component is displaced to the rear of the vehicle during a collision, prevents the pedal portion of the operating pedal mechanism from retracting to the rear of the vehicle (hereinafter referred to as "preventing retraction of the pedal portion of the operating pedal mechanism during a vehicle collision"). Background Technology

[0002] As a vehicle operating pedal device for preventing the pedal from retracting, a device described in Patent Document 1 exists. The vehicle operating pedal device includes: a support member, a pedal, an operating pedal, a rotating rod holding an operating rod, and a fixing member. The rotating rod is supported by a rotating shaft and is rotatable relative to the operating pedal, and is fixed to the operating pedal by the fixing member. In the event of a vehicle collision, a first vehicle structural member, to which the support member is fixed, retracts rearward towards the rear of the vehicle. The rotating rod comes into contact with a second vehicle structural member, thereby applying a predetermined load to the fixing member via the rotating rod, causing the fixing member to release the rotating rod from the operating pedal. As a result, the rotating rod rotates forward towards the front of the vehicle, thereby preventing the pedal from retracting rearward.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2020-095373

[0004] In the vehicle operating pedal device described in Patent Document 1, the load used to release the rotating rod from the fixed member and fix it to the operating pedal needs to be greater than the load applied to the fixed member when the pedal is pressed. Therefore, it is necessary to consider both the load applied to the fixed member via the rotating rod due to the pressing of the pedal and the load applied to the fixed member via the rotating rod during a vehicle collision when designing the position and shape of the rotation axis of each rod. Therefore, there is a concern that the design freedom for the vehicle operating pedal device will be reduced. Summary of the Invention

[0005] The present invention was made in view of the above-mentioned problems, and the object is to provide a vehicle operating pedal device that can improve the design freedom in realizing the retraction of the pedal part of the operating pedal mechanism when preventing vehicle collision.

[0006] To address the aforementioned issues, the vehicle operating pedal device disclosed in this specification includes: a support member fixed to a first vehicle structural member; an operating pedal mechanism having a foot pedal portion disposed on the support member and rotatable relative to the support member, and an operating lever that rotates towards the front of the vehicle when stepped on by the foot pedal portion; a rotating lever having a first abutment portion extending towards the rear of the vehicle, the rotating lever being supported by a first rotating shaft portion on the lower side of the vehicle than the first abutment portion, enabling it to rotate towards the front of the vehicle relative to the operating lever, and maintaining an operating lever protruding from the first vehicle structural member towards the rear of the vehicle; a differential lever having a second abutment portion extending towards the rear of the vehicle, the differential lever being supported by a second rotating shaft portion on the lower side of the vehicle than the second abutment portion, enabling it to rotate towards the front of the vehicle relative to the rotating lever; and a fixing member that fixes the differential lever and the operating lever. When the differential lever is fixed to the operating lever by the fixing member, it becomes a restricted position where the second abutment portion protrudes further rearward than the first abutment portion of the rotating lever. When the first vehicle structural component is displaced rearward during a vehicle collision, the second vehicle structural component, located further rearward than the first vehicle structural component, abuts against the second abutment portion. As a result, the second abutment portion displaces to a release position, which is located forward of the vehicle than the first abutment portion and is a position where the fixing member applies a load corresponding to the abutment of the second vehicle structural component against the second abutment portion. The fixing of the differential lever and the operating lever by the fixing member is released, and the rotating lever abuts against the first abutment portion through the second vehicle structural component and rotates forward of the vehicle through the first rotating shaft portion.

[0007] According to the present invention, a vehicle operating pedal device with a high degree of design freedom can be provided in realizing a vehicle operating pedal device that prevents the pedal part from moving backward. Attached Figure Description

[0008] Figure 1 This is a side view showing a simplified structure of the brake pedal device according to the first embodiment.

[0009] Figure 2 This is a diagram showing a disassembled portion of the brake pedal assembly.

[0010] Figure 3 It means in Figure 1 A diagram showing the cross-section of the brake pedal device obtained by cutting at line AA.

[0011] Figure 4 This is a side view showing the simplified structure of the brake pedal device.

[0012] Figure 5 This is a side view showing the simplified structure of the brake pedal device.

[0013] Figure 6This is a side view showing the simplified structure of the brake pedal device.

[0014] Figure 7 This is a diagram showing a portion of the brake pedal device according to the second embodiment, disassembled.

[0015] Figure 8 This is a diagram showing a portion of the brake pedal device according to a variation of the second embodiment. Detailed Implementation

[0016] The following description uses a brake pedal device for a common brake system as an example to explain a vehicle operating pedal device. In the accompanying drawings used in the following description, parts of the basic structure are omitted, and the dimensions of the depicted parts may not be accurate.

[0017] In the following description, the brake pedal device is described using the orientation as it is mounted on the vehicle. Specifically, the front of the vehicle is referred to as "vehicle front," the rear as "vehicle rear," the top of the vehicle as "vehicle top," and the bottom of the vehicle as "vehicle bottom." Furthermore, the left-right direction of the vehicle is referred to as "vehicle width direction." In the various diagrams, "vehicle front" is simplified to "front," "vehicle rear" to "rear," "vehicle top" to "top," and "vehicle bottom" to "bottom." Additionally, one side of the "vehicle width direction" is referred to as "left," and the other as "right."

[0018] (1-1) Overview of the first embodiment

[0019] like Figure 1 , Figure 2 As indicated, the brake pedal device 1 mainly includes: a pedal bracket 10, an operating pedal mechanism 20, a rotating rod 50, a collision rod 60, and a pedal force detection device 80.

[0020] The pedal bracket 10 is fixed to the front bulkhead P. The front bulkhead P is part of the vehicle and is located on the front side of the vehicle, closer to the operating pedal mechanism 20. The pedal bracket 10 has a pair of side plates 16. The pair of side plates 16 are positioned opposite each other at a predetermined interval in the vehicle width direction and are fixed to the front bulkhead P by bolts or the like.

[0021] exist Figure 1 , Figure 2 In this diagram, only the left side panel 16 in the vehicle width direction is shown; the right side panel 16 is not shown. This will be discussed later. Figures 4-6 The same applies to China.

[0022] A control lever 90 protrudes from the front bulkhead P toward the rear of the vehicle. The end of the control lever 90 that is closer to the front of the vehicle than the front bulkhead P is connected to the operating pedal mechanism 20 via a U-shaped clamp 70 and a U-shaped clamp pin 71. The control lever 90 is displaced toward the front of the vehicle when the pedal is pressed relative to the pedal part 21 of the operating pedal mechanism 20, thereby transmitting the operating force during the pressing operation to the braking device or control device that controls the vehicle's operating state via a hydraulic circuit or electronic circuit.

[0023] An operating pedal mechanism 20 is provided between a pair of side plates 16 in the pedal bracket 10. The operating pedal mechanism 20 is a linkage-type operating pedal mechanism, mainly comprising: a foot pedal part 21, a first arm 22, a linkage component 30, a second arm 40, an operating shaft part 11, and an intermediate shaft part 12.

[0024] The first arm 22 is made of metal. Its upper end 22A, in the direction of its extension along its long side, is supported by an operating shaft 11 that extends through the vehicle width, allowing it to rotate relative to the pedal bracket 10. A foot pedal 21 is provided at the lower end 22B of the first arm 22 in the direction of its long side. Thus, when the driver of the vehicle presses the foot pedal 21 forward (hereinafter referred to as "foot pedal operation"), the first arm 22 can rotate forward of the vehicle around the operating shaft 11. Furthermore, in Figure 1 The image shows the initial position of the pedal 21 when no pedaling operation is performed.

[0025] like Figure 2 As indicated, the second arm 40 is a thin, plate-like metal component with a continuously extending offset portion 40A, a middle portion 40B, and a lower end portion 40C along its long side. The offset portion 40A is a portion of the second arm 40 that is offset from the middle portion 40B and extends towards the rear of the vehicle along its long side. Thus, the upper side of the second arm 40 on the vehicle side forms an inverted L-shape with the offset portion 40A and the middle portion 40B.

[0026] like Figure 2 As indicated, a sleeve 41 is formed at the lower end 40C of the second arm 40, through which the intermediate shaft portion 12 passes. The intermediate shaft portion 12 is a shaft that supports the second arm 40 so that it can rotate relative to the pedal bracket 10. At the lower end 40C, and on the side closer to the middle portion 40B than the sleeve 41 (i.e., the upper side of the vehicle), a through hole 42 is formed through which the connecting rod pin 31 of the connecting rod member 30 passes. In addition, the intermediate shaft portion 12 is arranged between a pair of side plates 16 relative to the operating shaft portion 11 in a substantially horizontal state and substantially parallel to the vehicle width direction.

[0027] An opening, namely a clearance hole 43, is formed in the middle portion 40B, which extends through the second arm 40 in the vehicle width direction. In the middle portion 40B, and on the side closer to the offset portion 40A than the clearance hole 43 (i.e., the upper side of the vehicle), a bearing hole 44 is formed for the first rotating shaft portion 13 to pass through. A through hole 45 is formed in the offset portion 40A for the riveting pin 15, described later, to pass through.

[0028] The linkage component 30 connects the first arm 22 and the second arm 40. The linkage component 30 connects the first arm 22 via a connecting pin 31 and the second arm 40 via a through hole 42 via a connecting pin 32. Thus, the operating pedal mechanism 20 is configured to transmit, via the linkage component 30, the rotation of the first arm 22 at the operating shaft 11 caused by the pedaling operation relative to the pedal 21, thereby causing the second arm 40 to rotate at the intermediate shaft 12.

[0029] A rotating rod 50 is rotatably mounted on the second arm 40. For example... Figure 2 As indicated, the rotating rod 50 is a thin, plate-like metal component, having a continuous lower end 50C, a middle portion 50B, and a first abutment portion 50A along its long side. The middle portion 50B is a area where the pedal force detection device 80 can be mounted, i.e., a mounting area. The mounting area is the area that does not overlap with the second arm 40 when the rotating rod 50 is mounted thereon; in other words, it is the area in the middle portion 50B of the rotating rod 50 that does not overlap with the offset portion 40A. The first abutment portion 50A is a portion of the rotating rod 50 that bends and extends from the middle portion 50B toward the rear of the vehicle along its long side.

[0030] like Figure 2 As indicated, a U-shaped clip retaining member 51 for retaining the U-shaped clip 70 is fixed at the lower end 50C. Details of the U-shaped clip retaining member 51 will be described later. At the lower end 50C, and on the side of the rotating rod 50 closer to the middle portion 50B (i.e., the upper side of the vehicle) than the U-shaped clip retaining member 51, a bearing hole 52 is formed through which the first rotating shaft portion 13 passes. The first rotating shaft portion 13 is a shaft that supports the rotating rod 50 so that it can rotate relative to the second arm 40. A bearing hole 53 for the second rotating shaft portion 14 is formed at the middle portion 50B. The second rotating shaft portion 14 is a shaft that supports the collision rod 60 so that it can rotate relative to the rotating rod 50. Specifically, in the rotating rod 50, the bearing hole 53 of the second rotating shaft portion 14 is formed on the upper side of the vehicle than the area where the pedal force detection device 80 is disposed. In other words, a configuration area is formed between the bearing hole 52 of the first rotating shaft portion 13 and the bearing hole 53 of the second rotating shaft portion 14.

[0031] The rotating rod 50 rotatably supports the collision rod 60. The collision rod 60 is a thin metal plate-shaped component, having a continuous lower end 60C, a middle portion 60B, and a second abutment portion 60A along its long side. The second abutment portion 60A is a portion that bends and extends from the middle portion 60B toward the rear of the vehicle.

[0032] A through hole 61 is formed at the lower end 60C of the impact rod 60 for the riveting pin 15 to pass through. The riveting pin 15 is used to fix the impact rod 60 to the shaft of the second arm 40, which is a structural element of the operating pedal mechanism 20. A through hole 62 is formed at the middle portion 60B for the second rotating shaft portion 14 to pass through. In this embodiment, the riveting pin 15 is riveted to prevent it from falling off from the second arm 40 and the impact rod 60. Furthermore, the riveting pin 15 is designed in terms of material and diameter so that it will break under a specified load.

[0033] In the above structure, the rotating rod 50 is supported by the first rotating shaft portion 13 so that it can rotate relative to the second arm 40. The impact rod 60 is supported by the second rotating shaft portion 14 so that it can rotate relative to the rotating rod 50. The rivet pin 15 restricts the rotation of the impact rod 60 at the second rotating shaft portion 14 by passing through the second arm 40 and the impact rod 60. Thus, the rotating rod 50 is fixed relative to the second arm 40 by the impact rod 60, whose rotation at the second rotating shaft portion 14 is restricted by the rivet pin 15. As a result, the rotating rod 50 can rotate in the same direction as the rotation direction of the second arm 40, along with the rotation of the intermediate shaft portion 12 of the second arm 40.

[0034] Figure 3 express Figure 1 The cross-section at point AA of the brake pedal device 1 is shown in the figure. A U-shaped clamp 70 is fixed to the front end of the control lever 90. The U-shaped clamp 70 is held in place by a U-shaped clamp holding member 51 housed in the clearance hole 43 of the second arm 40, allowing it to swing via a U-shaped clamp pin 71. Specifically, the U-shaped clamp holding member 51 has a through hole 51a through which the U-shaped clamp pin 71 passes. The inner diameter of the through hole 51a of the U-shaped clamp holding member 51 is larger than the diameter of the U-shaped clamp pin 71. The U-shaped clamp 70 has a pair of side plate portions 72, and when the second arm 40 and the U-shaped clamp holding member 51 located in the clearance hole 43 of the second arm 40 are clamped by the pair of side plate portions 72, it is passed through by the U-shaped clamp pin 71 together with the U-shaped clamp holding member 51. In addition, the front end of the U-shaped clamp pin 71, which passes through the side plate portions 72, will not detach from the U-shaped clamp holding member 51 and the U-shaped clamp 70, for example, by a clip. Therefore, when a reaction force is applied to the U-shaped clamp 70 from the control lever 90, the U-shaped clamp 70 can swing in the extension direction of the control lever (i.e., the direction of the reaction force) by the amount of the gap between the through hole 51a of the U-shaped clamp holding member 51 and the U-shaped clamp pin 71.

[0035] like Figure 1 , Figure 2 As indicated, the device is configured such that a pedal force detection device 80 is installed in the middle part 50B of the rotating rod 50. When the pedal part 21 is pedaled, the rotating rod 50 and the pedal force detection device 80 cooperate to detect the pedal force based on the pedaling operation.

[0036] like Figure 1 As indicated, the pedal force detection device 80 includes a pedal force SW81 and a swing arm 82. The pedal force SW81 is a known circuit that outputs a signal corresponding to the pedal force based on the amount of pressure applied to the detection shaft. The pedal force SW81 is fixed to the intermediate portion 50B such that the detection shaft protrudes forward of the rotating rod 50 relative to the vehicle. The swing arm 82 has a bearing portion 83 opposite to the detection shaft of the pedal force SW81 and is held in a swingable position by a U-shaped clamp holding member 51 by being fixed to a U-shaped clamp pin 71. The bearing portion 83 of the swing arm 82 is arranged opposite to the detection shaft of the pedal force SW81 via a spring and swings according to the reaction force from the operating lever 90, thereby abutting against the detection shaft of the pedal force SW81. In this embodiment, the swing arm 82 is fixed to the U-shaped clamp pin 71 on the side opposite to the second arm 40 in the vehicle width direction.

[0037] (1-2) Actions of the first embodiment during the treading operation

[0038] If the pedal 21 is stepped on, the first arm 22 rotates about the operating shaft 11. At this time, the first arm 22 rotates in a predetermined direction about the operating shaft 11. Figure 1 The first arm 22 rotates clockwise, and thus the rotation of the first arm 22 is transmitted to the second arm 40 via the connecting rod member 30. The second arm 40, along with the rotation of the first arm 22, rotates in a predetermined direction around the intermediate shaft 12. Figure 1 (Counterclockwise direction) rotates. Therefore, by colliding with the small lever 60, the rotating lever 50, which restricts the rotation of the first rotating shaft 13 relative to the second arm 40, rotates in the same direction as the rotation of the second arm 40, causing the front end of the control lever 90 connected to the U-shaped clamp 70 to move forward of the vehicle.

[0039] The reaction force FA from the lever 90 toward the rear of the vehicle in the extension direction of the lever 90 acts on the U-shaped clamp pin 71 via the U-shaped clamp 70. As described above, the inner diameter of the through hole 51a of the U-shaped clamp holding member 51 is larger than the diameter of the U-shaped clamp pin 71, so that the U-shaped clamp 70 and the swing lever 82 swing due to the reaction force from the lever 90. As a result, the bearing portion 83 of the swing lever 82 abuts against the detection shaft of the pedal force SW81, which can detect the pedal force corresponding to the amount of pressure applied to the detection shaft. The pedal force SW81 outputs a signal corresponding to the detected pedal force to a controller (not shown).

[0040] At this time, the rivet pin 15 is subjected to a load corresponding to the reaction force from the control lever 90. For example, when the pedal 21 is pressed to the maximum extent by the driver towards the front of the vehicle, and the reaction force FA from the control lever 90 acts on the U-shaped clamp pin 71, the first load F1 acting on the rivet pin 15 is represented by the following formula (I).

[0041] F1=FA×sinθ1×LA / LB ・・・Equation (I)

[0042] Here, θ1 is the angle at which the straight line connecting the U-shaped clamp 71 and the riveting pin 15 intersects the direction of the reaction force FA of the operating lever 90. LA is the distance from the U-shaped clamp 71 to the first rotating shaft 13. LB is the distance from the first rotating shaft 13 to the riveting pin 15.

[0043] When the driver presses the pedal 21 to its maximum extent forward of the vehicle, if the driver presses the pedal 21 further forward, the operating load acting on the pedal 21 increases, and the reaction force FA also increases, thus increasing the first load F1. Therefore, in this embodiment, when the operating load is designed to be at its maximum, the load acting on the rivet pin 15 is the first load F1.

[0044] (1-3) Operation of the first embodiment during a vehicle collision

[0045] like Figure 4 As indicated, during a vehicle collision, if the front bulkhead P displaces towards the rear of the vehicle, the collision bracket 200 of the dashboard reinforcement component abuts against the second abutment portion 60A of the collision rod 60. Therefore, a load is applied to the rivet pin 15. For example, at the abutment point C where the collision bracket 200 abuts against the collision rod 60, when the collision force FB acts on the collision rod 60, the second load F2 acting on the rivet pin 15 is represented by the following formula (II).

[0046] F2=FB×cosθ2×LC / LD・・・Formula (II)

[0047] Here, θ2 is the angle between the perpendicular line connecting the contact point C of the impact rod 60 and the riveting pin 15 and the direction of the impact force FB. LC is the distance from the second rotating shaft 14 to the contact point C. LD is the distance from the riveting pin 15 to the second rotating shaft 14.

[0048] Furthermore, the relationship between the first load F1 and the second load F2 is represented by the following equation (III).

[0049] F2>F1 ・・・Form (III)

[0050] Equation (III) above shows that by designing the distances LA, LB, LC, and LD such that the second load F2 is greater than the first load F1, the fixation between the rotating rod 50 and the second arm 40 by the rivet pin 15 can be prevented from being released when the brake pedal device 1 is operated. In this embodiment, the rivet pin 15 is designed such that the load in the event of breakage is greater than or equal to the second load F2.

[0051] like Figure 4 As indicated, the distances used to calculate the first load F1 are the distances LA and LB between the shafts within the rotating rod 50. In contrast, the distances LC and LD used to calculate the second load F2 are the contact point C in the collision rod 60 and the distances LC and LD between the shafts. This is because, during a vehicle collision, the second load F2 does not directly act on the rotating rod 50. Within the range satisfying equations (I) to (III) above, the shape of the second arm 40 and the rotating rod 50, as well as the positions of the shafts, can be designed.

[0052] If the second load F2 exceeds the reference load which is larger than the first load F1, then as follows Figure 5 As indicated, the rivet pin 15 is cut by the second load F2, allowing the collision rod 60 to rotate at the second rotation axis 14, thereby releasing the fixation between the rotating rod 50 of the collision rod 60 and the second arm 40. Afterwards, the impact of the collision bracket 200 continues, causing the second abutment portion 60A of the collision rod 60 to rotate towards the front of the vehicle at the second rotation axis 14, thus changing the collision rod 60 from a restricted position to a released position. The restricted position is where the second abutment portion 60A of the collision rod 60 protrudes further rearward than the first abutment portion 50A of the vehicle. The released position is where the second abutment portion 60A of the collision rod 60 is closer to the front of the vehicle than the first abutment portion 50A of the vehicle. Thus, the first abutment portion 50A of the rotating rod 50 abuts against the collision bracket 200.

[0053] like Figure 6 As indicated, through the contact between the collision bracket 200 and the first abutment portion 50A, the rotating rod 50 moves towards the front of the vehicle with the first rotating shaft portion 13 as the center. Figure 6 Rotate counterclockwise (in the middle).

[0054] As the rotating rod 50 rotates, the front end of the control lever 90 moves towards the front of the vehicle via the U-shaped clamp 70. Corresponding to the rotation of the rotating rod 50, the second arm 40 moves towards the front of the vehicle with the intermediate shaft portion 12 as the center. Figure 6 The first arm 22 rotates counterclockwise, thus displacing the pedal portion 21 towards the front of the vehicle. Furthermore, the pedal portion 21, indicated by a double-dotted line, represents the initial position of the pedal portion 21 when no pedaling operation is performed.

[0055] Furthermore, corresponding to the rotation at the intermediate shaft portion 12 of the rotating lever 50, the U-shaped clamp holding member 51, housed in the clearance hole 43, rotates about the first rotating axis portion 13 inside the clearance hole 43. In this embodiment, in the initial position where the collision lever 60 is in the restricted position and the pedal portion 21 is not stepped on, the first rotating axis portion 13 is located on the upper side of the vehicle along the line segment extending in the direction of the control lever 90. In other words, the first rotating axis portion 13 is located on the upper side of the vehicle above the clearance hole 43 of the second arm 40 housing the U-shaped clamp holding member 51.

[0056] In the second arm 40, it is assumed that the first rotating shaft portion 13 is located at the rear of the vehicle relative to the clearance hole 43. In this case, the movement trajectory of the U-shaped clamp holding member 51, corresponding to the rotation of the rotating rod 50 during a vehicle collision, moves in an arc shape towards the lower side of the vehicle, centered on the first rotating shaft portion 13. Therefore, the second arm 40 needs to form an arc-shaped clearance hole 43 towards the lower side of the vehicle, corresponding to the movement trajectory of the U-shaped clamp holding member 51. However, in the second arm 40, in order to ensure the wall thickness around the clearance hole 43, it may be necessary to increase the size of the lower side of the vehicle in the intermediate portion 40B, for example, by offsetting the position through which the operating shaft portion 11 in the first arm 22 passes towards the lower side of the vehicle. In contrast, in this embodiment, in the second arm 40, the first rotating shaft portion 13 is located above the vehicle relative to the clearance hole 43. Therefore, corresponding to the rotation of the rotating rod 50, the movement trajectory of the U-shaped clamp holding member 51 moves towards the rear of the vehicle, centered on the first rotating shaft portion 13. Therefore, a clearance hole 43 facing the rear of the vehicle is formed in the second arm 40, corresponding to the movement trajectory of the U-shaped clamp holding member 51. This ensures that the wall thickness around the clearance hole 43 is easily maintained without increasing the size of the middle portion 40B in the second arm 40 on the underside of the vehicle. Consequently, the positions of the second arm 40 and the operating shaft portion 11 of the first arm 22 are less likely to interfere, and furthermore, it is possible to suppress any increase in the size of the brake pedal device 1.

[0057] In this embodiment, the second arm 40 is an example of an operating lever. The collision lever 60 is an example of a differential lever. The rivet pin 15 is an example of a fixing member. The U-clamp 70 is an example of a connecting member. The U-clamp retaining member 51 is an example of a retaining member. The pedal bracket 10 is an example of a supporting member. The front bulkhead P is an example of a first vehicle structural member, and the collision bracket 200 is an example of a second vehicle structural member.

[0058] (1-4) Summary of the first implementation method

[0059] In the brake pedal device 1 described above, if the collision bracket 200 abuts against the second abutment portion 60A of the collision lever 60, and the second abutment portion 60A is displaced toward the release position, the load applied to the rivet pin 15 causes the rivet pin 15 to break, thereby releasing the fixation of the rotating rod 50 of the collision lever 60 to the second arm 40. At this time, because the collision lever 60 abuts against the collision bracket 200, the second load F2 during a vehicle collision does not directly act on the rotating rod 50. Afterwards, the collision bracket 200 abuts against the first abutment portion 50A of the rotating rod 50, thereby causing the rotating rod 50 to rotate toward the front of the vehicle via the first rotating shaft portion 13, causing the pedal portion 21 of the first arm 22 to rotate toward the front of the vehicle. Therefore, it is possible to independently determine the distances LA, LB of the first load F1 acting on the rivet pin 15 when operating the pedal part 21, and the distances LC, LD of the second load F2 acting on the rivet pin 15 during a vehicle collision. As a result, the design freedom is increased regarding the shape of the second arm 40 and the rotating rod 50, and the position of each shaft.

[0060] The U-shaped clamp retaining member 51 holds the U-shaped clamp 70 to the rotating rod 50 with the U-shaped clamp inside the clearance hole 43 of the second arm 40. In the initial position where the collision lever 60 is in the restricted position and the pedal part 21 is not pressed, the first rotating shaft part 13 is located on the upper side of the vehicle along the line segment extending in the direction of the control lever 90. As a result, the wall thickness around the clearance hole 43 in the second arm 40 can be easily ensured, so that the shape of the second arm 40 can be designed without increasing the size of the second arm 40, thereby suppressing the increase in the size of the brake pedal device 1.

[0061] The U-shaped clamp holding member 51 holds the U-shaped clamp 70 in the middle of the rotating rod in a manner that allows it to swing in the direction of the reaction force applied from the operating lever 90. The swing lever 82 of the pedal force detection device 80 is held by the U-shaped clamp holding member 51 so that it can swing together with the U-shaped clamp 70. Thus, even in the brake pedal device 1 equipped with the pedal force detection device 80, the design freedom can be increased regarding the shape of the second arm 40 and the position of the shaft of the rotating lever 50.

[0062] The rivet pin 15 passes through the offset portion 40A of the second arm 40. Thus, when the rotating rod 50 is fixed to the second arm 40 via the collision rod 60, an area that does not overlap with the second arm 40 can be formed on the rotating rod 50, thereby ensuring the configuration space for the pedal SW81, etc., without increasing the size of the rotating rod 50.

[0063] (2-1) Overview of the second embodiment

[0064] In the second embodiment, the description will focus on the structure that differs from that in the first embodiment. In the second embodiment, the same reference numerals are used for the same parts as in the first embodiment, and their descriptions will not be repeated.

[0065] In the first embodiment described above, upon vehicle collision, the fixation between the rotating rod 50 and the second arm 40 via the collision rod 60 is released by breaking the rivet pin 15. Instead, in this embodiment, upon vehicle collision, the fixation between the rotating rod 50 and the second arm 40 via the collision rod 60 is released by releasing the engagement between the collision rod 60 and the rivet pin 15. In this embodiment, the rivet pin 15 is an example of an engagement shaft portion.

[0066] like Figure 7 As indicated, a notch 63 is formed at the lower end 60C of the collision lever 60 to engage with the rivet pin 15. The notch 63 is formed by cutting the edge of the front side of the vehicle at the lower end 60C, and the inner diameter of the notch 63 is a size that allows the rivet pin 15 to pass through.

[0067] In this embodiment, when the collision lever 60 is in the restricted position, the rivet pin 15 in the bias portion 40A of the second arm 40 is located further rearward than the second rotating shaft portion 14. Specifically, the position of the rivet pin 15 in the bias portion 40A is determined such that the straight line connecting the first rotating shaft portion 13 and the rivet pin 15 is orthogonal to the straight line connecting the second rotating shaft portion 14 and the rivet pin 15.

[0068] When the collision lever 60 is in the restricted position, the rivet pin 15 engages with the notch 63, thereby fixing the rotating rod 50 and the second arm 40 via the collision lever 60. On the other hand, if the collision bracket 200 abuts against the second abutment portion 60A of the collision lever 60, the collision lever 60 is in the released position, thereby releasing the engagement between the rivet pin 15 and the notch 63. At this time, after the rotation of the collision lever 60 begins, the notch 63 moves between the rear side and the upper side of the vehicle along the straight line connecting the first rotating shaft portion 13 and the rivet pin 15, thus allowing the rivet pin 15 to quickly disengage from the notch 63. As a result, without breaking the rivet pin 15, the fixation between the rotating rod 50 and the second arm 40 via the collision lever 60 is released, allowing the rotating rod 50 to rotate at the first rotating shaft portion 13, enabling the pedal portion 21 to move forward of the vehicle.

[0069] In the embodiment described above, the rivet pin 15 is not broken during a vehicle collision, and the fixation between the rotating rod 50 and the second arm 40 via the collision rod 60 is released. Therefore, the shape of the second arm 40 and the rotating rod 50, as well as the position of each shaft, can be designed without considering the fracture load of the rivet pin 15, thus increasing the degree of design freedom.

[0070] With the collision lever 60 in the restricted position, the position of the rivet pin 15 in the second arm 40 is determined such that the straight line connecting the first rotating shaft 13 and the rivet pin 15 is orthogonal to the straight line connecting the second rotating shaft 14 and the rivet pin 15. Therefore, after the rotation of the collision lever 60 begins, the notch 63 moves between the rear and upper sides of the vehicle along the straight line connecting the first rotating shaft 13 and the rivet pin 15, thus easily disengaging the rivet pin 15 from the notch 63 and suppressing the malfunction of the brake pedal device 1 in preventing backward movement.

[0071] (2-2) Modifications to the second embodiment

[0072] Alternatively, a notch can be provided in the second arm 40, thereby releasing the fixation between the rotating rod 50 and the second arm 40 via the collision rod 60 during a vehicle collision. Figure 8 As indicated, a notch 46 is formed in the offset portion 40A of the second arm 40 to engage with the rivet pin 15. The notch 46 is formed by cutting through the rear edge of the vehicle in the offset portion 40A, and the inner diameter of the notch 46 is a size that allows the rivet pin 15 to pass through.

[0073] In this embodiment, when the collision rod 60 is in the restricted position, the rivet pin 15 passing through the collision rod 60 engages with the notch 46 of the second arm 40, thereby fixing the rotating rod 50 to the second arm 40 via the collision rod 60. On the other hand, if the collision bracket 200 abuts against the second abutment portion 60A of the collision rod 60, the lower end portion 60C rotates together with the rivet pin 15 toward the rear of the vehicle around the second rotation axis portion 14. Even in this embodiment, immediately after the rotation of the collision rod 60 begins, the notch 63 moves between the rear and upper sides of the vehicle along the straight line connecting the first rotation axis portion 13 and the rivet pin 15, thus allowing the rivet pin 15 to quickly disengage from the notch 46. As a result, the fixation of the rotating rod 50 to the second arm 40 via the collision rod 60 is released, causing the rotating rod 50 to rotate at the first rotation axis portion 13, and displacing the pedal portion 21 toward the front of the vehicle.

[0074] (3) Other implementation methods

[0075] The technology disclosed in this specification is not limited to the above-described embodiments and can be modified in various ways without departing from its spirit, for example, the following modifications are also possible.

[0076] In the above embodiment, a rivet pin 15 is used as a fixing component. Alternatively, bolts and nuts can be used to fix and release the rotating rod 50 to the second arm 40.

[0077] In the above embodiment, the brake pedal device 1 includes a pedal force detection device 80. Alternatively, the brake pedal device 1 may not include a pedal force detection device 80.

[0078] In the above embodiment, the operating pedal mechanism 20 connects the first arm 22 and the second arm 40 via the connecting rod member 30. Alternatively, the operating pedal mechanism 20 may also have only the first arm. In this case, the first arm provides rotatable support for the rotating rod 50 via the first rotating shaft portion 13, and is fixed to the rotating rod 50 at its upper end via a rivet pin 15.

[0079] Furthermore, in the above-described embodiment, the first arm 22 is a brake pedal, but it can also be any pedal used in the vehicle (e.g., an accelerator pedal or a clutch pedal, etc.).

[0080] The components of the brake pedal device 1 are not limited to metal and may also be made of resin.

[0081] Explanation of reference numerals in the attached figures

[0082] 1...Brake pedal assembly; 10...Pedal bracket; 11...Operating shaft; 12...Intermediate shaft; 15...Rivet pin; 20...Operating pedal mechanism; 21...Step part; 22...First arm; 30...Linkage assembly; 40...Second arm; 40A...Offset part; 50...Rotating rod; 50A...First abutment part; 51...U-shaped clamp retaining part; 54...Notch part; 60...Collision rod; 60A...Second abutment part; 70...U-shaped clamp; 80...Pedal force detection device; 81...Pedal force SW; 82...Swing rod; 90...Control lever; 200...Collision bracket; P...Front panel.

Claims

1. A vehicle operating pedal device, characterized in that, have: A support component, the support component being fixed to the first vehicle structural component; An operating pedal mechanism having a foot pedal disposed on the support member and rotatable relative to the support member, and an operating lever that rotates toward the front of the vehicle when stepped on by the foot pedal. A rotating lever having a first abutment portion extending toward the rear of the vehicle, and a first rotating shaft portion supporting the lever on the lower side of the vehicle than the first abutment portion, so as to be able to rotate relative to the operating lever toward the front of the vehicle, and to maintain the operating lever protruding from the first vehicle structural member toward the rear of the vehicle. The differential lever has a second abutment extending toward the rear of the vehicle and is supported by a second rotating shaft portion on the lower side of the vehicle than the second abutment portion, so that it can rotate toward the front of the vehicle relative to the rotating lever. A fixing component that secures the differential lever and the operating lever; A connecting component, the connecting component being fixed to the front end of the control lever; as well as A retaining member, which, when housed inside a clearance hole provided on the operating lever, holds the connecting member to the rotating lever. When the differential lever is fixed to the operating lever by the fixing component, it becomes a restricted position where the second abutment portion protrudes further rearward than the first abutment portion of the rotating lever. In the initial position where the differential lever is in the restricted position and the pedal is not being operated, the first rotating shaft is located on the upper side of the vehicle along a line segment extending in a direction greater than that of the control lever. If the first vehicle structural component is displaced rearward during a vehicle collision, a second vehicle structural component located further rearward than the first vehicle structural component abuts against the second abutment portion. The second abutment portion then displaces towards a release position, which is a position further forward than the first abutment portion and is the position where a load corresponding to the abutment of the second vehicle structural component against the second abutment portion is applied to the fixing member. By releasing the differential lever from the operating lever by the fixing component, the second vehicle structure component comes into contact with the first abutment portion, thereby causing the rotating rod to rotate toward the front of the vehicle via the first rotating shaft.

2. The vehicle operating pedal device according to claim 1, characterized in that, The fixing component has a locking shaft portion that extends through the operating lever in the vehicle width direction and a notch portion that is provided on the differential lever and cut open on the front side of the vehicle. The differential lever and the operating lever are fixed by engaging the locking shaft portion with the notch portion.

3. The vehicle operating pedal device according to claim 1, characterized in that, The fixing component has a locking shaft portion that extends through the differential lever in the vehicle width direction and a notch portion that is provided on the operating lever and cut open on the rear side of the vehicle. The differential lever and the operating lever are fixed by engaging the locking shaft portion with the notch portion.

4. The vehicle operating pedal device according to any one of claims 1 to 3, characterized in that, The device includes a pedal force detection device comprising a swing arm that swings in response to a reaction force from the control lever, and a pedal force switch that detects the pedal force applied to the pedal based on the amount of swing of the swing arm. The retaining member holds the connecting member to the rotating rod in a manner that allows it to swing in the direction of the reaction force from the control lever. The swing arm is held by the retaining member so that it can swing together with the connecting member.

5. The vehicle operating pedal device according to any one of claims 1 to 3, characterized in that, The operating lever has an offset portion at its upper end on the vehicle side, which is offset towards the rear of the vehicle compared to the first rotating shaft portion. The fixing component is located in the offset portion.

6. A vehicle operating pedal device, characterized in that, have: A support component, the support component being fixed to the first vehicle structural component; An operating pedal mechanism having a foot pedal disposed on the support member and rotatable relative to the support member, and an operating lever that rotates toward the front of the vehicle when stepped on by the foot pedal. A rotating lever having a first abutment portion extending toward the rear of the vehicle, and a first rotating shaft portion supporting the lever on the lower side of the vehicle than the first abutment portion, so as to be able to rotate relative to the operating lever toward the front of the vehicle, and to maintain the operating lever protruding from the first vehicle structural member toward the rear of the vehicle. The differential lever has a second abutment extending toward the rear of the vehicle and is supported by a second rotating shaft portion on the lower side of the vehicle than the second abutment portion, so that it can rotate toward the front of the vehicle relative to the rotating lever. as well as The fixing component has a locking shaft portion that passes through the operating lever and the differential lever in the vehicle width direction, and a notch portion cut open on the front side of the differential lever or the rear side of the operating lever in the vehicle. The locking shaft portion engages with the notch portion to fix the differential lever and the operating lever. When the differential lever is fixed to the operating lever by the fixing component, it becomes a restricted position where the second abutment portion protrudes further rearward than the first abutment portion of the rotating lever. With the differential lever in the restricted position, the position of the engaging shaft is determined such that the straight line connecting the first rotating shaft and the engaging shaft is orthogonal to the straight line connecting the second rotating shaft and the engaging shaft. If the first vehicle structural component is displaced rearward during a vehicle collision, a second vehicle structural component located further rearward than the first vehicle structural component abuts against the second abutment portion. The second abutment portion then displaces towards a release position, which is a position further forward than the first abutment portion and is the position where a load corresponding to the abutment of the second vehicle structural component against the second abutment portion is applied to the fixing member. By releasing the differential lever from the operating lever by the fixing component, the second vehicle structure component comes into contact with the first abutment portion, thereby causing the rotating rod to rotate toward the front of the vehicle via the first rotating shaft.

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