Vehicle operating pedal device

Abstract

The vehicle operating pedal device includes a pedal bracket, an operating pedal, a rotating rod, and a safety part. The rotating rod has an abutment part and a pushing part. The rotating rod is configured such that when it abuts against a body component via the abutment part, it bears a load exceeding a threshold, thereby rotating around a pivot point, causing the pushing part to push against an input shaft. The safety part is configured such that when the load on the rotating rod from the body component is less than the threshold, the safety part fixes the rotating rod to the pedal arm; and when the load exceeds the threshold, the safety part breaks, releasing the fixation.

Description

Technical Field

[0001] This disclosure relates to a vehicle operating pedal device. Background Technology

[0002] A vehicle operating pedal device that includes braking devices, clutch devices, etc., in automobiles and other vehicles. For example, in Patent Document 1, such as... Figure 20 As shown, a conventional braking device with a brake pedal assembly 100 is disclosed. As a basic structure, the brake pedal assembly 100 has a pedal bracket 101 and a brake pedal 103. The pedal bracket 101 is fixed to the instrument panel 102. The brake pedal 103 has a brake arm 104, which is rotatably supported on the pedal bracket 101. Furthermore, the brake pedal assembly 100 drives a push rod 106, which serves as the input shaft of a brake booster 105, in conjunction with the rotation of the brake arm 104, thereby activating the brake booster 105.

[0003] The aforementioned brake pedal device 100 also includes a mechanism (reverse restraint mechanism) that, when an impact force is applied to the vehicle body 108 from the front due to a vehicle collision, the mechanism (reverse restraint mechanism) suppresses the phenomenon of the brake pedal 103 moving backward (hereinafter referred to as "reverse"). The reverse restraint mechanism includes a connecting arm 107, a rotating arm 110, and a riveting shaft 116.

[0004] The connecting arm 107 is rotatably supported on the pedal bracket 101. The connecting arm 107 connects the aforementioned push rod 106 and brake arm 104. The rotating arm 110 has a first link 111 and a second link 113. The first link 111 is rotatably supported on the connecting arm 107 via a first connecting shaft 112, and the second link 113 is rotatably supported on the connecting arm 107 via a second connecting shaft 114. The first link 111 and the second link 113 are connected via a third connecting shaft 115. A riveting shaft 116 is inserted through the first link 111, the second link 113, and the connecting arm 107.

[0005] According to the aforementioned brake pedal device 100, in the event of a vehicle collision, the instrument panel 102 moves rearward along with the brake pedal device 100. The first link 111 abuts against the instrument panel reinforcement 117, which is a component of the vehicle body and is configured to be closer to the rear than the instrument panel 102. Through this abutment, when a load exceeding a threshold is applied from the instrument panel reinforcement 117 to the first link 111, the rivet shaft 116 breaks due to shearing or the like. Both the first link 111 and the second link 113 are rotatable relative to the connecting arm 107. The rotation of the first link 111 is transmitted to the second link 113 via the third connecting shaft 115. When the second link 113 rotates relative to the connecting arm 107, it pushes the push rod 106 from below. This pushing causes the push rod 106 to bend, and the brake pedal 103 moves forward.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2015-72504 Summary of the Invention

[0009] The problem that the invention aims to solve

[0010] However, in the existing brake pedal device 100 where the push rod 106 is connected to the connecting arm 107, if the connecting arm 107 deforms or the connection between the push rod 106 and the connecting arm 107 becomes loose, the following problems may occur when the vehicle is not in a collision: it is difficult to push the push rod 106 in when the brake pedal 103 is pressed, and it is difficult to perform a stable pressing operation.

[0011] The aforementioned problems are not limited to the brake pedal device 100; the same problems may occur in vehicle operating pedal devices that drive the input shaft of the device used to transmit the force of the operating pedal.

[0012] Solution for solving the problem

[0013] One aspect of this disclosure relates to a vehicle operating pedal device suitable for vehicles having a partition wall and body components. The partition wall divides the passenger compartment into a portion closer to the front of the passenger compartment than the body, and the body components are configured to be closer to the rear than the partition wall. The operating pedal device has a pedal bracket and an operating pedal. The pedal bracket is fixed to the partition wall, and the operating pedal has a pedal arm rotatably supported on the pedal bracket. An input shaft for transmitting the pedal's depressing force is connected to the pedal arm. The input shaft is configured to be driven in conjunction with the rotation of the pedal arm. The operating pedal device also has a rotating rod and a safety part. The rotating rod has an abutment part and a pushing part, and is supported on the pedal arm via a pivot. The rotating rod is configured such that, upon impact with the body components during a collision with the vehicle, the abutment part bears a load exceeding a threshold, causing the rotating rod to rotate about the pivot, such that the pushing part pushes the input shaft in a direction intersecting the axis of the input shaft. The safety unit is configured such that when the load borne by the rotating rod from the vehicle body component is less than the threshold, the safety unit fixes the rotating rod to the pedal arm, and when the load is greater than the threshold, the safety unit breaks and releases the fixation. Attached Figure Description

[0014] Figure 1 This is a side view showing the brake pedal device and brake booster of the embodiment together.

[0015] Figure 2 yes Figure 1 A three-dimensional view of the brake pedal device.

[0016] Figure 3 It is Figure 2 A partial front view of the brake pedal assembly, showing a portion of the pedal arm omitted.

[0017] Figure 4 yes Figure 1 The top view (A-direction view) in the diagram.

[0018] Figure 5 It is a diagram representing a scale, corresponding to... Figure 4 Top view.

[0019] Figure 6 yes Figure 1 A partial sectional view along line 6-6 in the diagram.

[0020] Figure 7 It is by Figure 1 The view shows a partial side view of the brake pedal device and brake booster, indicating the state of the brake pedal being pressed.

[0021] Figure 8 It means Figure 1 A partial side view of the brake pedal device in which the input shaft bends due to the pushing part during a vehicle collision, as described in the embodiment.

[0022] Figure 9 It means Figure 1 In the implementation method, the input shaft is composed of Figure 8 A partial side view of the brake pedal assembly, showing its further bent state.

[0023] Figure 10 It is used for explanation Figure 1 A partial side view of the lever ratio of the brake pedal device.

[0024] Figure 11 It is used for explanation Figure 1 A partial side view of the lever ratio of the brake pedal device.

[0025] Figure 12 It corresponds to Figure 6 The figure is a partial sectional view showing the first modified example of the rotating shaft and the safety part.

[0026] Figure 13 It corresponds to Figure 6 The figure is a partial sectional view showing the second modified example of the rotating shaft and the safety part.

[0027] Figure 14 It is used for explanation Figure 13 A partial side view of the brake pedal device in the second modified example.

[0028] Figure 15 It corresponds to Figure 6 The figure is a partial sectional view of the third modified example showing the rotating shaft and the safety part.

[0029] Figure 16 It corresponds to Figure 6 The figure is a partial sectional view of the fourth modified example showing the rotating shaft and the safety part.

[0030] Figure 17 It corresponds to Figure 6 The figure is a partial sectional view of the fifth modified example showing the rotating shaft and the safety part.

[0031] Figure 18 This is a side view showing a modified example of a brake pedal device with a flange formed on the rotating rod.

[0032] Figure 19 yes Figure 18 A sectional view along line 19-19.

[0033] Figure 20 This is a side view of the existing brake pedal assembly. Detailed Implementation

[0034] The following is for reference Figures 1 to 11 Let me explain a brake pedal device as an example of a vehicle operating pedal device.

[0035] Furthermore, the following description will be based on the forward direction of vehicle 10 as "front" and the reverse direction as "rear". Additionally, "up and down" refers to the vertical direction of vehicle 10, and "left and right" refers to the width of the vehicle and is consistent with the left and right direction of vehicle 10 when it is moving forward.

[0036] like Figure 1 As shown, in vehicle 10, the passenger compartment 11 is divided from the front portion of the body 15, such as the engine compartment, by the dashboard 12, which acts as a partition. A dashboard reinforcement 13 and a collision bracket 14, serving as body components, are positioned near the rear of the dashboard 12. The dashboard reinforcement 13 is a tubular component extending in the left-right direction for reinforcing the body 15. The collision bracket 14 is fixed to the lower front portion of the dashboard reinforcement 13.

[0037] <Basic Structure of Braking Device 20>

[0038] The vehicle 10 is equipped with a braking device 20 that applies braking force to the wheels (not shown). The braking device 20 includes a brake pedal device 21 and a brake booster 40 as an assist device.

[0039] like Figures 1-3As shown, the brake pedal assembly 21 includes a pedal bracket 22 and an operating pedal 25. The pedal bracket 22 is directly fixed to the instrument panel 12 or fixed to other components mounted on the instrument panel 12. The pedal bracket 22 has a pair of side plate portions 23 arranged parallel to each other in a left-right direction. Operating shaft portions 24 are connected across the two side plate portions 23.

[0040] The operating pedal 25 has a pedal arm 26 and a foot pedal 28. The pedal arm 26 is formed of sheet metal and is elongated in the vertical direction compared to the front-to-back direction. The upper end of the pedal arm 26 is rotatably supported on the pedal bracket 22 via the aforementioned operating shaft 24. The foot pedal 28 is the part for the driver to step on and is fixed to the lower end of the pedal arm 26.

[0041] like Figure 1 As shown, the brake booster 40 (booster device) is an example of a device for transmitting the pedal force of the operating pedal 25. The brake booster 40, used to reduce the pedal force of the operating pedal 25, has a plunger 41 and an input shaft 42. The plunger 41 is movable in a forward-reverse direction. The input shaft 42 has a push rod 43 and a clamp 44. The axis L1 of the push rod 43 extending in the forward-reverse direction is aligned with the axis of the input shaft 42. The push rod 43 has a ball portion 43a at its front end that engages with the plunger 41. The push rod 43 is oscillating relative to the plunger 41 with the ball portion 43a as a fulcrum. Figure 4 As shown, the clamp 44 has a pair of side plates 45 and a connecting plate 46, and is U-shaped when viewed from above. The pair of side plates 45 are arranged parallel to each other in a left-right direction, and the connecting plate 46 connects the front ends of the two side plates 45 to each other. Connecting pins 47 are straddled at the rear ends of the two side plates 45. The central portion of the connecting plate 46 in the left-right direction is fixed to the rear end of the push rod 43. This fixing is achieved, for example, by fastening components 48 such as bolts and nuts. Through this fixing, the push rod 43 and the clamp 44 are integrated.

[0042] In addition, such as Figure 1 As shown, in the brake pedal device 21, the input shaft 42 is driven (pushed in) in conjunction with the rotation of the pedal arm 26, thereby causing the brake booster 40 to work.

[0043] The brake pedal device 21 also includes a rollback inhibition mechanism 50, which has a rotating rod 51, a pivot 60, and a safety part 80. The axis L2 of the pivot 60 and the axis L3 of the safety part 80 both extend in the left-right direction. In this embodiment, the pedal arm 26 is a component that is the same as, or has the same shape as, the pedal arm in a brake pedal device (not shown) that does not have the rollback inhibition mechanism 50. No significant shape change was made to the pedal arm to accommodate the rollback inhibition mechanism 50.

[0044] <Rotating rod 51>

[0045] like Figure 2 and Figure 6 As shown, the rotating rod 51 is made of a metal material such as iron and is formed of a plate that is thinner than the aforementioned pedal arm 26. The left-right direction along the axis L2 of the rotating shaft 60 is the thickness direction of the rotating rod 51. The frame portion of the rotating rod 51 is a plate-shaped rod body 52 that is longer in the vertical direction than in the front-back direction. Figure 1 and Figure 2 As shown, the upper end of the rod body 52 is located at the same height as the middle part of the collision bracket 14 in the vertical direction. The lower front end of the rod body 52 is located below the aforementioned operating shaft 24. The rod body 52 is configured to overlap with the pedal arm 26 on one side in the thickness direction, specifically on the left side in this embodiment, but it can also be configured to overlap with the right side.

[0046] The rotating rod 51 also has an abutting portion 53 and a pushing portion 54. The abutting portion 53 is formed on the rear surface of the upper end of the rod body portion 52, that is, at the position in front of the collision support 14.

[0047] like Figure 2 and Figure 4 As shown, the pressing part 54 protrudes from the leading edge of the lower front end of the rod body 52, toward the pedal arm 26 in the thickness direction of the rod body 52, specifically on the right side. The pressing part 54 is formed as a plate extending vertically with a dimension larger than the thickness of the rod body 52 in the left-right direction. In this embodiment, the left-right dimension of the pressing part 54 is set to be approximately the distance between the two side plate portions 45 of the clamp 44. The pressing part 54 is integrally formed on the rod body 52 by bending the lower front end of the plate used to form the rod body 52.

[0048] like Figure 1 and Figure 4 As shown, the pressing part 54 is positioned below the instrument panel reinforcement 13 and the collision bracket 14, and above the input shaft 42. Furthermore, the middle portion of the pressing part 54 in the left-right direction is positioned above the aforementioned axis L1.

[0049] The lower rear end of the rotating rod 51, which is located at a different position from the abutment portion 53 and the pushing portion 54, is supported on the pedal arm 26 by the pivot portion 60.

[0050] When the following condition is met, the rotating rod 51 rotates around the pivot 60 so that the pushing part 54 pushes the connecting plate part 46 in a direction that intersects the axis L1 and is orthogonal to it in this embodiment. The condition is that when the abutting part 53 abuts against the collision bracket 14 during a collision with the vehicle 10, the rotating rod 51 bears a load of more than a predetermined threshold from the collision bracket 14.

[0051] like Figure 6 As shown, in order to support the rotating rod 51 on the pedal arm 26 via the pivot portion 60, an arm hole 31 is formed at the rear of the pedal arm 26, which serves as the input shaft 42. A rod hole 55 with a larger diameter than the arm hole 31 is formed at the rear of the rod body portion 52, which also serves as the input shaft 42.

[0052] <Hinge 60>

[0053] The pivot portion 60 is a stepped metal pin having a small diameter portion 61, a large diameter portion 62, and a flange portion 63. The small diameter portion 61 is fitted into the arm hole 31. The end of the small diameter portion 61 away from the rod body portion 52 (right side) protrudes from the arm hole 31. At this exposed end, a riveting portion 64 is formed by riveting the end to form a radially larger portion than the small diameter portion 61. The large diameter portion 62 is a large diameter with a radially larger diameter than the small diameter portion 61 and is fitted into the rod hole 55. The small diameter portion 61 is fixed to the pedal arm 26 by clamping it from both sides through the large diameter portion 62 and the riveting portion 64. The end of the large diameter portion 62 away from the pedal arm 26 (left side) protrudes from the rod hole 55. The flange portion 63 is formed at the aforementioned end of the large diameter portion 62 and is a large diameter with a radially larger diameter than the rod hole 55. The flange portion 63 is separated from the rod body portion 52 away from the pedal arm 26 (left side) by a gap G1. The pivot section 60 has shear strength that prevents the rotating rod 51 from breaking even when subjected to loads from the collision bracket 14 during a collision with the vehicle 10.

[0054] <Security Department 80>

[0055] The safety unit 80 functions similarly to what is commonly referred to as a safety pin. More specifically, when the load on the rotating rod 51 from the collision bracket 14 is less than the aforementioned threshold, the safety unit 80 secures the rotating rod 51 to the pedal arm 26. When the load on the rotating rod 51 exceeds the aforementioned threshold, the safety unit 80 breaks, releasing the aforementioned fixation. Furthermore, the fixation achieved by the safety unit 80 refers to a state that restricts the rotation of the rotating rod 51 relative to the pedal arm 26 with the pivot 60 as the center. This fixation includes not only a state where the rotating rod 51 cannot move in the thickness direction relative to the pedal arm 26, but also a state where it can move.

[0056] To enable the safety unit 80 to perform the aforementioned functions, an arm hole 32 is formed in the pedal arm 26 at a position diagonally forward and above the arm hole 31 by stamping. A rod hole 56 with a smaller diameter than the arm hole 32 is formed in the rod body 52 at a position diagonally forward and above the rod hole 55.

[0057] The safety part 80 is a stepped metal pin having a large diameter part 81, a flange part 82, and a small diameter part 83. The large diameter part 81 fits into the arm hole 32. The end of the large diameter part 81 away from the rod body part 52 (right side) protrudes from the arm hole 32. The flange part 82 is formed with a large diameter radially larger than the arm hole 32 at the aforementioned end of the large diameter part 81.

[0058] The small-diameter portion 83 is radially smaller than the larger diameter portion 81 and fits into the rod hole 56. The small-diameter portion 83 has a radial diameter smaller than the small-diameter portion 61 of the pivot portion 60. By setting the diameter as described above, the shear strength of the safety portion 80 is smaller than the shear strength of the pivot portion 60. The end of the small-diameter portion 83 away from the pedal arm 26 (left side) protrudes from the rod hole 56. At this exposed end, a riveted portion 84 with a radial diameter larger than the smaller diameter portion 83 is formed by riveting this end.

[0059] From the perspective of preventing the safety part 80 from breaking during a collision with vehicle 10, it is preferable to use a straight pin with a smaller diameter, similar to the small diameter part 83, for the large diameter part 81. Therefore, the diameter of the arm hole 32 is made the same as the diameter of the rod hole 56. Nevertheless, the reason for using a pin with a larger diameter for the arm hole 32 than for the rod hole 56 and with a stepped design is as follows: As mentioned above, the plate thickness of the pedal arm 26 is greater than the plate thickness of the rod body 52. ​​To form an arm hole 32 with the same small diameter as the rod hole 56 on the thicker pedal arm 26 requires machining (forming a pre-drilled hole, machining the diameter, and chamfering), increasing the cost.

[0060] In contrast, the arm hole 32 can be formed by stamping at a lower cost than machining, which helps to reduce the cost of the overall fixing structure of the rotating rod 51 implemented by the safety unit 80.

[0061] Furthermore, in this embodiment, such as Figure 1 and Figure 4 As shown, the input shaft 42 of the brake booster 40 is connected to the pedal arm 26. More specifically, in this embodiment, a clamping hole 27 is formed in a portion of the front part of the pedal arm 26, in front of the pivot portion 60 (arm hole 31). The clamping hole 27 and its peripheral portion of the pedal arm 26 are disposed between the two side plates 45 of the clamp 44. In addition, as described above, the connecting pin 47, which spans the two side plates 45, is inserted into the clamping hole 27. The push rod 43 is connected to the pedal arm 26 via the clamp 44 and the connecting pin 47.

[0062] The function of this embodiment with the above structure will be explained next.

[0063] <Vehicle 10 Non-collision>

[0064] Figure 1 This refers to the brake pedal device 21 when the driver is not pressing the operating pedal 25 during a non-collision event. The abutment portion 53 of the rotating rod 51 moves forward from the collision bracket 14. The safety unit 80, while positioned in the rotation direction of the rotating rod 51 centered on the pivot portion 60, fixes the rotating rod 51 to the pedal arm 26 together with the pivot portion 60. The pushing portion 54 moves upward from the connecting plate portion 46.

[0065] Figure 7 This refers to the brake pedal device 21 when the driver applies pressure to the pedal 28 and the pedal 25 is depressed during a non-collision event with vehicle 10. The pedal 25 rotates forward around the operating shaft 24 during this depressing operation. This rotation is transmitted to the push rod 43 via the connecting pin 47 and the clamp 44. The push rod 43 is driven (pushed forward), activating the brake booster 40. The safety unit 80, together with the rotating shaft 60, fixes the rotating rod 51 to the pedal arm 26. Therefore, the rotating rod 51 is integrated with the operating pedal 25 and moves around the operating shaft 24, i.e., away from the collision support 14. The pushing part 54 moves diagonally backward and upward from the connecting plate 46.

[0066] <When a vehicle collides with another vehicle>

[0067] from Figure 1 In the state where the vehicle 10 experiences an external force (impact) from the front due to a collision, the instrument panel 12 moves rearward along with the brake pedal device 21. The distance between the instrument panel 12 and the collision support 14 decreases. When the abutment portion 53 of the rotating rod 51 abuts against the collision support 14, the rotating rod 51 bears a load (reaction force) from the collision support 14. This load acts on the pivot portion 60 and the safety portion 80.

[0068] When the load on the rotating rod 51 from the collision bracket 14 reaches a threshold, the safety part 80 breaks (is severed) due to shearing or the like. The pivot part 60 does not break. The fixation of the rotating rod 51 relative to the pedal arm 26 by the safety part 80 is released. The rotating rod 51 can rotate relative to the pedal arm 26 about the pivot part 60.

[0069] The rotating rod 51 rotates forward, and the pushing part 54 abuts against the connecting plate part 46 from above. Figure 8 and Figure 9As shown, the pushing part 54 pushes the connecting plate part 46 downward in a direction intersecting with the axis L1 of the push rod 43, which is here an orthogonal direction. This pushing causes the input shaft 42 to bend downward. This bending causes the operating pedal 25, especially the step part 28, to move forward in the stepping direction. Furthermore, in Figure 8 and Figure 9 In the diagram, the double-dotted pedal arm 26 indicates the position of the pedal arm 26 before the collision of vehicle 10. This is to suppress the retraction of the operating pedal 25 during the collision of vehicle 10.

[0070] The effects of this implementation method will be explained next.

[0071] (1) As Figure 1 As shown, in this embodiment, the input shaft 42 of the brake booster 40 is connected to the pedal arm 26. In this embodiment, the following does not occur: Figure 20 The phenomenon shown is that the existing push rod 106, which is connected to the connecting arm 107, detaches from the connecting arm 107. Additionally, as... Figure 1 As shown, in this embodiment, even if the rotating rod 51 deforms, it will not affect the connection state of the input shaft 42 relative to the pedal arm 26. Therefore, in this embodiment, when the vehicle 10 is not in a collision, the input shaft 42 can be stably driven (pushed in) in conjunction with the rotation of the pedal arm 26, regardless of the state of the rotating rod 51. When the vehicle 10 is not in a collision, the brake booster 40 can be activated by stably depressing the operating pedal 25, similar to a brake pedal device without a reverse braking mechanism.

[0072] (2) Assuming the vehicle body components (instrument panel reinforcement 13, collision bracket 14) are at the same height as in this embodiment, the effect described in (1) can be achieved even if the input shaft 42 is pushed from below by the pushing part 54. However, in this case, since the pushing part 54 is routed from below, the shape of the rotating rod 51 becomes complex and large. This is evident in this embodiment, as... Figure 1 As shown, the pressing part 54 is positioned closer to the lower part than the vehicle body component (collision bracket 14) and closer to the upper part than the input shaft 42. Therefore, the input shaft 42 can be pressed from above by the pressing part 54, which allows the rotating rod 51 to have a simple and small shape.

[0073] (3) When the vehicle 10 collides, the safety part 80 breaks, allowing the rotating rod 51 to rotate relative to the pedal arm 26, as described above. In this situation, if the flange 63 of the pivot 60 abuts against the rod body 52, the sliding resistance between the flange 63 and the rod body 52 may make it difficult for the rotating rod 51 to rotate. Regarding this, in this embodiment, as... Figure 6As shown, the small-diameter portion 61 is fixed to the pedal arm 26 by clamping the pedal arm 26 from both sides via the large-diameter portion 62 and the riveting portion 64. In this state, the flange portion 63 is separated from the rod body portion 52 by a gap G1. By setting this gap, the sliding resistance between the flange portion 63 and the rod body portion 52 can be reduced, making it easier for the rotating rod 51 to rotate. This improves the back-reverse suppression performance of the back-reverse suppression mechanism 50.

[0074] (4) Figures 1-4 As shown, the pressing part 54 is plate-shaped and extends in the upward and downward direction. Therefore, the strength of the pressing part 54 in the vertical direction relative to the bending direction of the input shaft 42 can be improved. Deformation of the pressing part 54 when the input shaft 42 bends can be suppressed. By designing the shape of the rotating rod 51 in this way, the strength of the pressing part 54 in the vertical direction is improved, so it is not necessary to add other components to achieve this purpose.

[0075] (5) Figure 5 As shown, the front end of the rod body 52, i.e., the portion of the push rod 43 parallel to the axis L1, can be used as the pressing part 54. In this case, the left-right dimension of the pressing part 54 is the same as the plate thickness of the rod body 52. ​​The contact area between the pressing part 54 and the connecting plate 46 is small. Since the input shaft 42 can swing around the ball 43a, when the pressing part 54 pushes the connecting plate 46 from a position offset to the left and right from the axis L1, the following problem may occur. That is, when the pressing part 54 pushes the connecting plate 46 at the aforementioned position with the smaller contact surface of the pressing part 54, as shown by arrow B, a force is generated that causes the input shaft 42 to rotate around the axis L1. The pressing part 54 pushes the connecting plate 46 downward in a state of losing left-right balance. In other words, the pushing force of the pressing part 54 is used as a force to cause the input shaft 42 to rotate around the axis L1. This results in a decrease in the pushing force used to bend the input shaft 42, which may lead to a decrease in bending efficiency.

[0076] Regarding this point, in this embodiment, as Figure 4 As shown, the dimension of the pressing part 54 in the left-right direction is larger than the plate thickness of the rod body part 52. The contact area between the pressing part 54 and the connecting plate part 46 is greater than that of the connecting plate part 46. Figure 5 The ratio is large. The pressing part 54 pushes the connecting plate part 46 downward in a balanced state in the left and right directions. Therefore, it is possible to suppress the rotation of the input shaft 42 around the axis L1. The pushing force of the pressing part 54 is difficult to use as a force to make the input shaft 42 rotate around the axis L1. The pushing force of the pressing part 54 can be used more to bend the input shaft 42, and the decrease in bending efficiency can be suppressed. The input shaft 42 can be bent stably.

[0077] Furthermore, although the contact surface between the rotating rod 51 and the connecting plate portion 46 can be increased by adding other components to the rotating rod 51, the number of components would increase. In this embodiment, the pressing portion 54, which is part of the rotating rod 51, has an increased contact surface with the connecting plate portion 46, so it is not necessary to add other components.

[0078] (6) Figure 4 As shown, in this embodiment, a portion (front end) of the sheet metal used to form the rod body 52 is bent to form the pressing portion 54. In other words, the pressing portion 54 is integrally formed with the rod body 52. ​​Therefore, no other components are needed to form the pressing portion 54.

[0079] (7) Figure 20 The existing anti-reverse mechanism shown consists of a connecting arm 107, a first connecting rod 111, a second connecting rod 113, a first connecting shaft 112, a second connecting shaft 114, a third connecting shaft 115, and a riveting shaft 116. The anti-reverse mechanism has a large number of components, especially the shafts used for rotation (first connecting shaft 112 and second connecting shaft 114). Therefore, not only does the cost of components and assembly increase, but the anti-reverse mechanism also becomes large.

[0080] In view of this, in this embodiment, as Figure 1 As shown, the anti-reverse mechanism 50 consists of a relatively small number of components, including a rotating rod 51, a pivot 60, and a safety part 80. There is only one pivot for rotation (pivot 60). Furthermore, the rod body 52, the abutment part 53, and the pressing part 54 are all comprised of a single component. Therefore, component costs and assembly costs can be reduced. Additionally, the anti-reverse mechanism 50 can be made smaller, contributing to space savings.

[0081] (8) In the back-reverse suppression mechanism 50, by changing the position of at least one of the pivot section 60 and the safety section 80, the load applied from the collision bracket 14 to the abutment section 53 or the strength of the input shaft bending caused by the push section 54 during a collision of the vehicle 10 can be adjusted.

[0082] Here, as Figure 10 and Figure 11 As shown, let R1 be the distance from the axis L2 of the rotating shaft 60 to the abutting part 53, R2 be the distance from the axis L2 to the abutting position of the pushing part 54 and the connecting plate part 46, and R3 be the distance from the axis L2 to the axis L3 of the safety part 80. Figure 10 The distances R1 to R3 shown by the solid lines represent the distances R1 to R3 of the back-retreating mechanism 50 in this embodiment.

[0083] The ratio of distance R1 to distance R2 (R1 / R2) is set as the bending ratio. The bending ratio (R1 / R2) can be changed by changing the position of the pivot 60, thereby changing at least one of the distances R1 and R2.

[0084] The load applied to the abutment portion 53 can be reduced by increasing the bending ratio (R1 / R2). For example, the position of the pivot portion 60 can be changed to a slightly forward and downward position. Figure 10 As shown by the double-dotted line, compared to this embodiment, the distance R1 is longer and the distance R2 is shorter. As a result, compared to this embodiment, the bending ratio (R1 / R2) is larger, and the load applied to the abutment portion 53 is smaller.

[0085] Conversely, by reducing the bending ratio (R1 / R2), the bending amount of the pressing part 54 on the input shaft 42 can be increased, thereby improving the backward restraint effect. For example, when the position of the rotating shaft part 60 is changed to an obliquely rearward and upward position, such as... Figure 11 As shown by the double-dotted line, compared to this embodiment, the distance R1 is shorter and the distance R2 is longer. As a result, compared to this embodiment, the bending ratio (R1 / R2) is smaller, and the bending amount of the input shaft 42 caused by the pressing part 54 is increased.

[0086] In addition, such as Figure 10 and Figure 11 As shown, the ratio of distance R1 to distance R3 (R1 / R3) is set as the breakage ratio. The breakage ratio (R1 / R3) can be changed by changing the position of at least one of the pivot 60 and the safety part 80, thereby changing at least one of the distances R1 and R3.

[0087] The load applied to the abutment portion 53 can be reduced by increasing the fracture ratio (R1 / R3). For example, the position of the safety portion 80 can be changed to the lower position, such as... Figure 11 As shown by the dashed line, the distance R3 is shorter compared to this embodiment. As a result, the fracture ratio (R1 / R3) is larger than in this embodiment, and the load applied to the abutment portion 53 is smaller.

[0088] In addition, such as Figure 1 As shown, in the roll-back suppression mechanism 50 of this embodiment, only one pivot section 60 is used as the shaft for rotation. Therefore, in this embodiment, it is easy to design the respective positions of the pivot section 60 and the safety section 80, and it is even easy to set the target value for achieving the roll-back suppression performance required for each vehicle 10. In addition, the operation of each part of the roll-back suppression mechanism 50 is not easily complicated.

[0089] Also, in Figure 20The existing anti-reverse mechanism shown can also be designed with the same lever ratio as this embodiment. However, in the existing anti-reverse mechanism, multiple components (first connecting shaft 112, second connecting shaft 114) are used as the shaft for rotation. Therefore, a complex design is required, which is not easy to implement. In addition, the operation of each part of the anti-reverse mechanism also becomes complex.

[0090] (9) such as Figure 1 and Figure 6 As shown, the pedal arm 26 of this embodiment is configured to be the same as or have the same shape as the pedal arm in a brake pedal device (not shown) that does not have the anti-reverse mechanism 50. The shape of the pedal arm is not significantly altered to form the arm holes 31 and 32. Therefore, it is possible to prevent the pedal arm 26 from becoming larger due to the attachment of the anti-reverse mechanism 50.

[0091] In response to this, Figure 20 In the existing configuration shown, the brake arm 104 and the connecting arm 107 connected to the brake arm 104 correspond to the pedal arm 26 in this embodiment. Furthermore, assuming that the existing brake pedal device 100 does not have a mechanism to suppress retraction, the connecting arm 107 is... Figure 20 The shape shown by the double-dotted line. In order to form the portion through which the first connecting shaft 112, the second connecting shaft 114, and the riveting shaft 116 each pass, the connecting arm 107 must be arranged as follows: Figure 20 It expands upwards as shown by the solid line. Among the brake arm 104 and the connecting arm 107, which are part of the pedal arm 26 in this embodiment, the connecting arm 107 becomes larger.

[0092] Furthermore, the above-described embodiments can also be implemented with the following modifications. The above-described embodiments and the following modifications can be combined and implemented together to the extent that they do not contradict each other technically.

[0093] <Regarding Rotating Rod 51>

[0094] ·like Figure 18 and Figure 19 As shown, when the main body 52 of the rod is a plate that is longer in the vertical direction than in the front-to-back direction, a flange 57 extending in the vertical direction can also be formed along the rear edge of the main body 52. ​​The flange 57 is formed by attaching the plate used to form the main body 52, on the side facing the thickness direction... Figure 18 and Figure 19The center section is formed by bending to the left. By forming the flange portion 57, the rigidity of the rotating rod 51 can be improved. As a result, even if the rotating rod 51 is subjected to a large load from the impact bracket 14, deformation or tilting in the left or right direction of the rotating rod 51 can be suppressed. In addition, when the input shaft 42 is bent by the pressing portion 54, deformation of the rotating rod 51 due to the reaction force from the input shaft 42 can be suppressed. Furthermore, no additional components are needed to improve the rigidity of the rod body portion 52, which helps to reduce the cost of the rotating rod 51.

[0095] Furthermore, as an alternative to or addition to the rear edge of the rod body 52, the flange 57 may also be formed to extend vertically along the front edge. Alternatively, the flange 57 may be composed of other components independent of the rod body 52.

[0096] ·like Figure 5 As shown, the portion that is part of the rod body 52, that is, the portion parallel to the axis L1 of the push rod 43, can also be used as the pressing portion 54. In addition, when the pressing portion 54 protrudes from the left or right side of the rod body 52, the dimension of the pressing portion 54 in the left-right direction can be changed to be larger or smaller than that in the above embodiment.

[0097] The position of the pressing part 54 pressing the clamp 44 can also be changed to a position different from that of the connecting plate part 46. In addition, the position of the pressing part 54 pressing the input shaft 42 can also be changed to a position different from that of the clamp 44.

[0098] • At least one of the contact portion 53 and the pushing portion 54 may also be composed of other components that are independent of the rod body portion 52.

[0099] The pusher 54 can also push the input shaft 42 in a direction that intersects obliquely with respect to the axis L1.

[0100] <Regarding the pivot section 60 and the safety section 80>

[0101] like Figures 12-17 As shown, the pivot section 60 and the safety section 80 can also be modified to have a different configuration than those described in the above embodiment.

[0102] ·exist Figure 12In the illustrated variation, the arm hole 31 and the rod hole 55 are formed to have the same diameter. As the pivot portion 60, a metal pin with a shaft portion 65 and a flange portion 66 of uniform diameter, fitting into the arm hole 31 and the rod hole 55, can be used. In this case, the end of the shaft portion 65 away from the pedal arm 26 (left side) protrudes from the rod hole 55. The flange portion 66 is formed at this exposed end and has a larger diameter than the rod hole 55. The end of the shaft portion 65 away from the rod body portion 52 (right side) protrudes from the arm hole 31. At this exposed end, a riveted portion 67 with a radial diameter larger than the shaft portion 65 is formed by riveting this end.

[0103] Similar to the above embodiment, when the vehicle 10 is not in a collision, the pivot portion 60, together with the safety portion 80, fixes the rotating rod 51 to the pedal arm 26; during a collision, it becomes the rotation center of the rotating rod 51. This point is related to... Figures 13-17 The same applies to the rotating shaft 60 in each of the modified examples.

[0104] ·exist Figure 12 In the illustrated variation, the arm hole 32 and the rod hole 56 are formed to have the same diameter. As the safety part 80, a metal pin with a shaft portion 85 and a flange portion 86 of uniform diameter, fitted into the arm hole 32 and the rod hole 56, can be used. In this case, the end of the shaft portion 85 away from the pedal arm 26 (left side) protrudes from the rod hole 56. The flange portion 86 is formed at this protruding end and has a larger diameter than the rod hole 56. The end of the shaft portion 85 away from the rod body portion 52 (right side) protrudes from the arm hole 32. At this protruding end, a riveted portion 87 with a radial diameter larger than the shaft portion 85 is formed by riveting this end.

[0105] Similar to the above embodiment, when the vehicle 10 is not in a collision, the safety unit 80, in a state where the rotating rod 51 is positioned in the rotational direction centered on the pivot 60, fixes the rotating rod 51 to the pedal arm 26 together with the pivot 60. Regarding this... Figures 13-15 The same applies to each of the various modification examples.

[0106] ·like Figure 13 In the second variation shown, the pivot portion 60 can also be constructed by combining a bolt 68 and a nut 69, the bolt 68 having a head 68a and a shaft portion 68b. In this case, the arm hole 31 and the rod hole 55 are formed to have the same bore diameter. The shaft portion 68b is inserted into the arm hole 31 and the rod hole 55. The head 68a can also be positioned on the side opposite to the rod body portion 52 (right side) relative to the pedal arm 26, or it can be positioned on the side opposite to the pedal arm 26 (left side) relative to the rod body portion 52. Furthermore, the nut 69 is screwed onto the end of the shaft portion 68b on the side opposite to the head 68a.

[0107] In the second modified example of the pivot section 60, the spacing between the head 68a of the bolt 68 and the nut 69 can also be changed. Therefore, even if various types of pedal arms 26 with different plate thicknesses are used, the pivot section 60 can be adapted to these pedal arms 26. By tightening the bolt 68 and the nut 69, differences in plate thickness can be absorbed and manufacturing costs can be reduced.

[0108] In addition, the following effects can also be expected. This is because, for example... Figure 14 As shown, the direction of rotation for loosening nut 69 is the same as the direction of rotation for rotating rod 51 when the anti-retracting mechanism 50 is working. Therefore, rotating rod 51, when the anti-retracting mechanism 50 is working, functions as a tool to loosen nut 69. That is, as... Figure 14 As indicated by arrow C, nut 69 loosens due to the forward rotation of rotating rod 51. Figure 14 In the diagram, the arrow pointing counterclockwise around nut 69 indicates the direction in which nut 69 loosens, while the arrow pointing clockwise indicates the direction in which nut 69 tightens. With reduced tightening force on bolt 68 and nut 69, rotating rod 51 can more easily rotate forward. This improves the back-retreating performance of the back-retreating mechanism 50.

[0109] Furthermore, the pivot section 60, composed of bolts 68 and nuts 69, can also be used as... Figures 15-17 The rotating shaft 60 in each of the modified examples.

[0110] ·like Figure 13 As shown, with this Figure 13 Similarly, the safety part 80 can also be constructed by a combination of bolt 88 and nut 89, just like the pivot portion 60 in the previous embodiment. In this case, as in the previous embodiment, the rod hole 56 is formed with a diameter smaller than that of the arm hole 32. The bolt 88 has a head 88a, a large-diameter shaft portion 88b, and a small-diameter shaft portion 88c with a diameter smaller than that of the large-diameter shaft portion 88b. The head 88a is located on the side opposite to the rod body portion 52 (right side) relative to the pedal arm 26. The large-diameter shaft portion 88b is inserted into most of the arm hole 32. The small-diameter shaft portion 88c is inserted into it in a state that spans the entire rod hole 56 and part of the arm hole 32. In addition, the nut 89 is screwed onto the end of the small-diameter shaft portion 88c on the side opposite to the head 88a (left side).

[0111] ·like Figure 15 In the third modification shown, a portion of the rod body 52 is plastically deformed by stamping, forming a circular protrusion 91, which can also serve as a safety part 80. The protrusion 91 engages in the arm hole 32. The safety part 80 does not clamp the rod body 52 and pedal arm 26 from the left and right sides. However, since the pivot part 60 clamps the rod body 52 and pedal arm 26 from the left and right sides, this is not a problem.

[0112] According to the third modification, since a portion of the rod body 52 functions as the safety part 80, there is no need for other components such as stepped pins or straight pins for fixing. Furthermore, the rod hole 56 is also unnecessary. Additionally, the cost required to form the safety part 80 can be reduced.

[0113] Furthermore, the aforementioned protrusion 91 may also have a shape different from that of a circle. In this case, the shape of the arm hole 32 is changed to match the shape of the protrusion 91.

[0114] ·like Figure 16 In the fourth variation shown, the safety part 80 can also be formed by resin molding using a resin material. In this case, the arm hole 32 and the rod hole 56 are formed to have the same diameter. The safety part 80 has a shaft portion 92, a flange portion 93, and a plurality of locking pieces 94. The shaft portion 92 engages with at least the portion of the rod hole 56 adjacent to the rod hole 56 within the rod hole 56 and the arm hole 32. A portion of the shaft portion 92 enters the arm hole 32. The end of the shaft portion 92 away from the pedal arm 26 (left side) protrudes from the rod hole 56. The flange portion 93 is formed at this exposed end and has a large diameter radially larger than the rod hole 56. A plurality of locking pieces 94 extend from the outer periphery of the shaft portion 92 toward the side away from the rod body portion 52 (right side) along the axis L3, and can elastically deform in the radial direction of the shaft portion 92. The tip of each locking piece 94 protrudes from the arm hole 32. Each locking piece 94 has a claw portion 94a protruding radially outward from the shaft portion 92 on its exposed portion. The distance between the shaft portion 92 and the claw portion 94a is smaller than the plate thickness of the pedal arm 26. In addition, the claw portion 94a of each locking piece 94 engages with the peripheral portion of the arm hole 32 in the pedal arm 26.

[0115] When the rotating rod 51 is fixed to the pedal arm 26 by the safety part 80 in the fourth modified example, the safety part 80, with the claw part 94a as the guide, is inserted into the rod hole 56 and the arm hole 32 in sequence. This insertion is performed in a state in which each locking piece 94 elastically deforms towards the radially inward side of the shaft part 92. When the safety part 80 is inserted until the claw part 94a reaches the position where it protrudes from the arm hole 32, each locking piece 94 elastically deforms towards the radially outward side under the action of elastic restoring force. The claw part 94a of each locking piece 94 locks into the peripheral portion of the arm hole 32 in the pedal arm 26. In this way, by utilizing the elasticity of the locking pieces 94, the safety part 80 is inserted into the rod hole 56 and the arm hole 32 and locked in place, thereby fixing the rotating rod 51 to the pedal arm 26. This method is also called snap-fit ​​fixing.

[0116] According to the fourth modification, the operation of fixing the rotating rod 51 to the pedal arm 26 via the safety part 80 becomes simpler. Furthermore, compared to using an iron pin as the safety part 80, it has the advantage of being able to form the safety part 80 at a lower cost.

[0117] Furthermore, the portion of the shaft 92 that enters the arm hole 32 is positioned in the rotational direction of the rotating rod 51, centered on the shaft 60. With this positioning achieved, the safety unit 80, together with the shaft 60, fixes the rotating rod 51 to the pedal arm 26.

[0118] Here, the safety part 80, made of a resin-molded pin, is capable of being more than Figure 15 The safety part 80, which is formed with high precision by a protruding shape (protrusion) obtained by stamping, can stabilize the positioning accuracy.

[0119] besides, Figure 17 This refers to the 5th modification example, where the pedal arm 26 uses a plate thickness ratio. Figure 16 The component used has a small plate thickness. Even in this case, since a portion of the shaft 92 fits into the arm hole 32, the aforementioned positioning function is not lost. In other words, even if various types of pedal arms 26 with different plate thicknesses are used, the safety part 80 of this modified example can be applied to these pedal arms 26. Therefore, it contributes to the generalization of the component (safety part 80).

[0120] As mentioned above Figure 17 As shown, using plate thickness ratio Figure 16 When the pedal arm 26 is small, the combined thickness T2 of the pedal arm 26 and the rod body 52 is smaller than the distance T1 between the flange 93 and the claw 94a. With the pedal arm 26 abutting against the claw 94a and the rod body 52 abutting against the pedal arm 26, a gap G2 is created between the rod body 52 and the flange 93. Through this gap G2, the rotating rod 51 can move in the direction along the axis L3 of the safety part 80. However, this movement is restricted by the flange 93.

[0121] In this case, the force exerted by the safety unit 80 clamping the rod body 52 and pedal arm 26 from both sides is relatively small. However, since the rod body 52 and pedal arm 26 are clamped from both sides via the pivot part 60, this is not a problem.

[0122] Furthermore, resin products generally have lower strength than metal products such as iron. Therefore, even if the shaft portion 92 in the modified example is formed in a way that is more robust than in the above embodiment (see reference...), Figure 6 The smaller diameter part 83 is still thick, and it can also be broken by shearing or the like.

[0123] The combination of the pivot portion 60 and the safety portion 80 in the retraction suppression mechanism 50 can also be modified to match the above-described embodiment and Figures 12-17 The different combinations used in the example of the change.

[0124] <Other>

[0125] • As an alternative to the collision bracket 14, the body component that the rotating rod 51 abuts against during a collision of the vehicle 10 may also be the dashboard reinforcement 13, or another component that is fixed to the dashboard reinforcement 13 and is different from the collision bracket 14 described above.

[0126] • Alternatively, the input shaft 42 can be pushed from below by the pusher 54.

[0127] • As pedal arm 26, a pedal arm with a different shape than the pedal arm of a brake pedal device (not shown) that does not have a backlash mechanism 50 may also be used.

[0128] The aforementioned vehicle operating pedal device is widely applicable to all devices, including power assist devices that transmit the force of the operating pedal. Examples of such devices include, in addition to the brake pedal device 21, clutch pedal devices and accelerator pedal devices.

[0129] The above-described embodiments include the configurations described in the following notes.

[0130] [Appendix 1] A vehicle operating pedal device suitable for a vehicle having a partition wall and a body component, the partition wall dividing the passenger compartment into a portion of the passenger compartment closer to the front than the passenger compartment in the body, the body component being configured closer to the rear than the partition wall. The vehicle operating pedal device includes a pedal bracket, an operating pedal, a rotating rod, and a safety unit. The pedal bracket is fixed to the partition wall. The operating pedal is configured to have a pedal arm rotatably supported on the pedal bracket, and an input shaft for transmitting the pedal's pedaling force is connected to the pedal arm and drives the input shaft in conjunction with the rotation of the pedal arm. The rotating rod is configured to have an abutment portion and a pushing portion, and is supported on the pedal arm via a pivot portion. When the abutment portion bears a load exceeding a threshold when it abuts against the vehicle body component during a collision, it rotates around the pivot portion, causing the pushing portion to push the input shaft in a direction intersecting the axis of the input shaft. The safety unit is configured to fix the rotating rod to the pedal arm when the load on the rotating rod from the vehicle body component is less than the threshold, and to break and release the fixation when the load exceeds the threshold.

[0131] [Appendix 2][Appendix 1] The vehicle operating pedal device described herein, wherein the pressing part is configured to be lower than the vehicle body component and higher than the input shaft.

[0132] The vehicle operating pedal device described in [Appendix 3], [Appendix 1] or [Appendix 2], wherein the direction along the axis of the rotating shaft is the thickness direction of the rotating rod, the rotating rod having a rod body and a flange, the rod body being a plate-shaped part that is longer in the vertical direction than in the front-rear direction, and the flange extending vertically along at least one of the front edge and the rear edge of the rod body.

[0133] The vehicle operating pedal device described in any one of [Appendix 4], [Appendix 1] to [Appendix 3], wherein the pedal arm has an arm hole, the rotating rod has a rod hole with a diameter larger than the arm hole, the rotating shaft has a large-diameter portion, a small-diameter portion and a flange portion, the large-diameter portion fitting into the rod hole, the small-diameter portion fitting into the arm hole and fixed to the pedal arm, the flange portion being located at the end of the large-diameter portion protruding from the rod hole, having a diameter larger than the rod hole, and the flange portion being separated from the rotating rod in a direction away from the pedal arm.

[0134] Explanation of reference numerals in the attached figures

[0135] 10… vehicles

[0136] 11…carriage

[0137] 12…Dashboard (Divider)

[0138] 13…Dashboard reinforcement components (body assembly parts)

[0139] 14… Collision Bracket (Body Component)

[0140] 15…body

[0141] 21…Brake pedal device (vehicle operating pedal device)

[0142] 22… Pedal bracket

[0143] 25…operating pedal

[0144] 26… Pedal arm

[0145] 31, 32... Arm holes

[0146] 40… Brake booster (a device used to transmit pedaling force)

[0147] 42…Input axis

[0148] 51… Rotating rod

[0149] 52… Rod body

[0150] 53…butt part

[0151] 54…Push-up section

[0152] 55, 56… Rod holes

[0153] 57…Flange section

[0154] 60…Spindle section

[0155] 61…small diameter section

[0156] 62...Large diameter part

[0157] 63…Flange

[0158] 80…Security Department

[0159] L1, L2, L3… axes

Claims

1. A vehicle operating pedal device suitable for a vehicle having a partition wall and a body component, the partition wall dividing the passenger compartment from a forward portion of the passenger compartment within the vehicle body, the body component being configured to be further rearward than the partition wall. The vehicle operating pedal device includes a pedal bracket, an operating pedal, a rotating rod, and a safety unit. The pedal bracket is fixed to the partition wall. The operating pedal is configured to have a pedal arm that is rotatably supported on the pedal bracket. Furthermore, the input shaft of the device used to transmit the pedal force is connected to the pedal arm. Furthermore, the input shaft is driven by the rotation of the pedal arm. The rotating rod is configured to have an abutting part and a pushing part. And it is supported by the pedal arm via a pivot. Furthermore, during a collision with the vehicle, the abutting part bears a load exceeding a threshold when it abuts against the vehicle body component, causing the rotating rod to rotate around the pivot point, thereby pushing the input shaft in a direction intersecting the axis of the input shaft. The safety mechanism is configured such that when the load borne by the rotating rod from the vehicle body component is less than the threshold, the safety mechanism fixes the rotating rod to the pedal arm. Furthermore, when the load exceeds the threshold, the safety component breaks, thus releasing the fixation.

2. The vehicle operating pedal device according to claim 1, wherein, The pushing part is configured to be below the body component and above the input shaft.

3. The vehicle operating pedal device according to claim 1, wherein, The direction along the axis of the rotating shaft is the thickness direction of the rotating rod. The rotating rod has a rod body and a flange. The main body of the rod is a plate that is longer in the vertical direction than in the front-to-back direction. The flange extends vertically along at least one of the front and rear edges of the rod body.

4. The vehicle operating pedal device according to any one of claims 1 to 3, wherein, The pedal arm has an arm hole. The rotating rod has a rod hole with a diameter larger than that of the arm hole. The shaft portion has a large diameter portion, a small diameter portion, and a flange portion. The large-diameter portion fits into the rod hole. The smaller diameter portion fits into the arm hole and is fixed to the pedal arm. The flange portion is located at the end of the large-diameter portion that protrudes from the rod hole, and its diameter is larger than that of the rod hole. The flange portion is separated from the rotating rod in a direction away from the pedal arm.

Images