JPH10226325A - Pedal displacement control structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control tread displacement of a vehicle pedal in the case that external force of prescribed value or more acts from the forward of a vehicle. SOLUTION: Behind a pedal support part 56 of a brake pedal 10, a press part 80 provided in a steering support 76 to have a tapered part 80A and engaging part 80B is arranged. Accordingly, when external force of prescribed value or more acts from the forward of a vehicle, the pedal support part 56 displaced rearward is pressed to almost a vehicle forward side by the press part 80, so as to rotation displace the brake pedal 10 to almost the vehicle forward side around a rotary shaft part. Further, in the case that the pedal support part 56 is pressed by the press part 80, the peal support part 56 is slid along the tapered part 80A, to be engaged with the engaging part 80B. In this process, one side part 68A of a crevice 68 is deformed, the pedal support part 56 is detached from a crevice pin 70. Accordingly, press reaction force transmitted to an in-panel reinforce can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a pedal displacement control structure for a vehicle.

[0002]

2. Description of the Related Art Conventionally, various measures have been taken as a countermeasure when an external force exceeding a predetermined value acts from the front of a vehicle. As an example of this kind of countermeasure, there is a configuration disclosed in Japanese Utility Model Laid-Open No. 1-73664.

[0003] Briefly, as shown in FIG. 12, in the configuration disclosed in this publication, a steering column 402 covering a steering shaft 400 includes a tilt bracket 408 including an upper plate member 404 and a pair of side plate members 406, and A shaft 410 penetrating between these side plate members 406 and supporting a lower edge of the steering column 402 is supported on the vehicle body side.

Further, the tilt bracket 408 described above is used.
A knee protector 412 having a substantially circular arc shape and capable of being elastically deformed is provided below. The knee protector 412 is elastically supported on the lower edge side of the steering column 402 via an elastically deformable stay 414.

According to the above structure, when an external force equal to or more than a predetermined value acts from the front of the vehicle, the occupant attempts to inertia move toward the front of the vehicle, and accordingly, the legs of the occupant flex in the same direction with the knee as a starting point. Try to inertia move to. For this reason,
If the knee protector 412 is not provided, the occupant's knee may contact the tilt bracket 408. However, if knee protector 412 is arranged below tilt bracket 408 as described above, the occupant's knee only comes into contact with knee protector 412.

It is considered that such a configuration in which the knee protector 412 is provided is effective as a countermeasure when an external force equal to or more than a predetermined value acts from the front of the vehicle. However, as a countermeasure in relation to the occupant's legs. It is also possible to approach from a different viewpoint, and it is important from the viewpoint of multiple protection that the countermeasures in relation to the occupant's legs be multifaceted.

As a result of repeated experiments conceived from such a viewpoint, the inventor of the present invention focused on the deformation and displacement behavior of the body panel and the like when an external force of a predetermined value or more was applied from the front of the vehicle, such as a brake pedal. It has been concluded that controlling the displacement of the vehicle pedal is also a very effective measure.

The present invention has been made in view of the above findings, and has as its object to provide a vehicle pedal displacement control structure capable of controlling displacement of a tread surface of a vehicle pedal when an external force of a predetermined value or more acts from the front of the vehicle. is there.

[0009]

According to a first aspect of the present invention, there is provided a vehicle pedal displacement control structure which is displaced substantially toward the rear of the vehicle when an external force of a predetermined value or more acts on the front of the vehicle. A pedal bracket fixed to the vehicle-body-side component, a suspension-type vehicle pedal in which a rotational shaft serving as a swing center is supported by the pedal bracket, and a pedal disposed substantially rearward of the vehicle pedal relative to the vehicle pedal; When the vehicle pedal is displaced substantially rearward in accordance with the displacement of the first vehicle-side component substantially rearward of the vehicle, the high-strength second vehicle body-side component is provided to the vehicle body. Displacing control means for controlling the displacement of the tread surface of the vehicle pedal by applying a pressing force to the pedal substantially toward the front of the vehicle around the rotation shaft portion, and further from the displacement control means to the vehicle pedal. Through the displacement control means when applying the pressing force Values more reactive pressing force is provided suppression means for suppressing from being transmitted to the second vehicle body structure member, and characterized in that.

According to a second aspect of the present invention, in the vehicle pedal displacement control structure according to the first aspect, the pedaling force applied to the vehicle pedal and the tread surface of the vehicle pedal is transmitted to the brake device side. The restraining means is constituted by a releasing means for releasing a connection state with the transmitting means.

According to a third aspect of the present invention, there is provided a vehicle pedal displacement control structure according to the first aspect, wherein an energy absorbing means for absorbing a pressing reaction force from the vehicle pedal is provided in the displacement control means itself. Thus, the suppression means is configured.

According to the first aspect of the present invention, when an external force equal to or more than a predetermined value acts on the front portion of the vehicle, the first vehicle body side component is displaced substantially toward the rear side of the vehicle. For this reason, the pedal bracket fixed to the first vehicle body-side constituent member is also displaced substantially toward the rear of the vehicle, and accordingly, the vehicle pedal whose rotary shaft is supported by the pedal bracket is also displaced in the same direction.

According to the present invention, the high-strength second vehicle-body-side member disposed substantially rearward of the vehicle pedal is provided with displacement control means, and the first vehicle-side member is provided with a displacement control means. When the vehicle pedal is displaced substantially rearward in accordance with the displacement substantially rearward of the vehicle, the displacement control means applies a pressing force substantially to the front of the vehicle around the rotation shaft portion to the vehicle pedal. For this reason, the tread surface of the vehicle pedal is displaced substantially toward the front of the vehicle by receiving the rotational force around the rotation shaft portion toward the front of the vehicle. In this manner, in the present invention, the displacement of the tread surface of the vehicle pedal when an external force equal to or more than the predetermined value acts from the front of the vehicle is controlled.

By the way, as described above, when the displacement control means applies the pressing force to the vehicle pedal substantially in the front of the vehicle around the rotation shaft, the vehicle pedal presses the displacement control means at that time. Reaction force acts. The pressing reaction force is transmitted to the second vehicle body-side component provided with the displacement control means. The second vehicle body-side component has a high strength, but is substantially rearward of the vehicle pedal relative to the vehicle pedal. Since it is arranged on the side, it is desirable to reduce the transmission load. Therefore, in the present invention, in addition to the configuration in which the displacement control means is provided, a suppression means for suppressing transmission of a pressing reaction force equal to or more than a predetermined value from the displacement control means to the second vehicle body side component is provided. Thus, the load transmitted to the second vehicle body side component is reduced.

According to the second aspect of the present invention, when a pressing reaction force acts on the displacement control means from the vehicle pedal through the above process, the release means applies the pressure to the vehicle pedal and the tread surface of the vehicle pedal. The connection state with the transmission means for transmitting the applied pedaling force to the braking device side is released. Therefore, the second
The pressing reaction force after the release by the release means is not transmitted to the vehicle body side component, and only the pressing reaction force before the release is transmitted.
Therefore, the load transmitted to the second vehicle body-side constituent member is reduced. That is, according to the present invention, the load transmitted to the second vehicle body-side component member is reduced by blocking the transmission path itself of the pressing reaction force.

According to the third aspect of the present invention, when a pressing reaction force acts on the displacement control means from the vehicle pedal through the above-described process, the energy absorbing means provided in the displacement control means itself causes the vehicle pedal. The pressing reaction force from is absorbed. For this reason, the pressing reaction force absorbed by the energy absorbing means is not transmitted to the second vehicle body-side constituent member, but only the pressing reaction force before being absorbed is transmitted. Therefore, the load transmitted to the second vehicle body-side constituent member is reduced. In other words, the present invention reduces the load transmitted to the second vehicle body-side component by attenuating the pressing reaction force in the middle of the transmission path of the pressing reaction force.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION

[First Embodiment] The first embodiment will be described below with reference to FIGS. The first embodiment corresponds to one embodiment of the present invention described in claims 1 and 2.

FIG. 1 schematically shows a peripheral structure of a suspension type brake pedal 10 as a vehicle pedal. Hereinafter, the overall configuration of the peripheral structure including the brake pedal 10 will be described with reference to FIG.

A dash panel 16 as a first vehicle body-side component is disposed substantially vertically at a position separating the engine room 12 and the vehicle interior space 14. The upper end of the dash panel 16 is fixed by spot welding or the like to the front side of a cowl inner panel 18 which is arranged with the vehicle width direction as a longitudinal direction and forms a part of the cowl. The lower end of the dash panel 16 is fixed to a floor panel (not shown) by spot welding or the like.

On the front side of the dash panel 16 described above, a brake booster 20 functioning as a pedaling force increasing means for increasing the pedaling force applied to the brake pedal 10 by the occupant, and a pressure increased by the brake booster 20 is provided. A hydraulic pressure conversion master cylinder 22 for converting to hydraulic pressure and a reservoir tank 24 for storing and replenishing brake fluid following a change in volume of the hydraulic system are integrally provided.

On the other hand, on the rear side of the dash panel 16,
A pedal bracket 26 for swingably supporting the brake pedal 10 is provided. The pedal bracket 26 is
A base plate portion 28 constituting a mounting seat surface to the dash panel 16, and a pair of side plate portions 30 extending from the base plate portion 28 substantially parallel to the vehicle rear side.
And a top plate portion 32 that connects the upper edges of the side plate portions 30, and is formed in a generally U-shape whose lower part is opened as a whole. Also, at a predetermined position on the front end side of each side plate portion 30,
Opening 3 for reducing rigidity in the vehicle longitudinal direction
4 are formed.

Next, the structure for connecting the pedal bracket 26 to the vehicle body will be described. At the four front corners of the base plate portion 28 disposed on the front end side of the pedal bracket 26, cylindrical collars 40 through which stud bolts 38 protruding from the brake booster 20 are inserted are fixed. The base plate portion 28 is fixed to the dash panel 16 by screwing a nut 42 to a stud bolt 38 inserted therein, with the collars 40 abutting the dash panel 16.
Thereby, the front end side of the pedal bracket 26 is connected to the dash panel 16. The dash panel 1
It is also possible to weld a nut in advance to the front surface of 6, and screw in the mounting bolt from the base plate 28 side to fix it. A dash insulator (not shown) used as a sound insulating material is interposed between the dash panel 16 and the base plate portion 28.

On the other hand, the rear end of the pedal bracket 26
The rear end of the top plate portion 32 is connected to the cowl inner reinforcement 44 by being fixed with a bolt 46 and a weld nut 48. Specifically, on the rear end side of the cowl inner panel 18, the cowl inner panel 1 is provided.
The cowl inner reinforcement 44 having a weld nut 48 welded to the inner surface thereof is reinforced and welded to the inner surface. Then, the bolt 46 is screwed into the weld nut 48 in a state where the rear end of the top plate portion 32 is in contact with the cowl inner reinforcement 44, so that the rear end of the pedal bracket 26 is connected to the cowl inner reinforcement 44. Have been.

The suspension type brake pedal 10 is disposed between the pair of side plate portions 30 of the pedal bracket 26 described above. The brake pedal 10 includes a pedal support portion 56 formed by appropriately bending a narrow plate material,
A pedal pad 58 is provided at the lower end of the pedal support portion 56 and serves as a tread surface to which an occupant's treading force is applied. A return spring (not shown) is locked to the pedal support portion 56 of the brake pedal 10, and the brake spring 10 is constantly urged by the return spring in a direction to return to the initial position.

A rotary shaft 60 is provided at the upper end of the pedal support 56 of the brake pedal 10, and the rotary shaft 60 is supported by a pair of side plate portions 30 of the pedal bracket 26. . It should be noted that a brief description of an example of the configuration of the rotary shaft 60 will be given below.
A substantially cylindrical pedal boss was inserted into a through hole formed at the upper end of the boss, cylindrical bushes were respectively fitted to both ends of the pedal boss, and a cylindrical collar was inserted into both bushes. Thereafter, the mounting bolt 62 is inserted from the outside of the one side plate portion 30, and the nut 64 is screwed from the outside of the other side plate portion 30 via a washer, thereby forming the rotating shaft portion 60.

Further, a tip end of a push rod (operating rod) 66 as a transmission means projecting from the brake booster 20 and penetrating the dash panel 16 is connected to an intermediate portion of the pedal support portion 56 of the brake pedal 10. . Specifically, a clevis 68 having a substantially U-shaped cross section is attached to the tip of the push rod 66. Inside the clevis 68, a pedal support 56 is provided.
The clevis pin 70 penetrates both sides of the clevis 68 and the pedal support 56, and the split pin 72 or the like is locked at the penetrating end to prevent the push rod 66 from being pulled out. And the pedal support portion 56 are connected so as to be relatively rotatable.

An instrument panel reinforcement 74 as a second vehicle body-side component, which is a pipe-shaped high-strength member, is disposed substantially on the vehicle rear side of the brake pedal 10 described above. The instrument panel reinforcement 74 is a member that has been conventionally disposed, and is disposed with the vehicle width direction as the longitudinal direction. This instrument panel reinforcement 7
At a predetermined position in the longitudinal direction of 4, a steering support 76, which has a substantially H shape in plan view and supports a steering column (not shown), is fixed. At a position adjacent to the steering support 76 in the instrument panel reinforcement 74, a plate-shaped cowl brace 78 for connecting the instrument panel reinforcement 74 and the cowl inner reinforcement 44 and stabilizing the both on a vibration surface is provided. I have.

In the present embodiment, the steering support 76 is inclined downward substantially toward the front of the vehicle, and a pressing portion 80 as a displacement control means (a pressing member as a lower concept) is formed in a part thereof. I have. This pressing part 8
0 is a pedal support 56 of the brake pedal 10.
(A positional relationship between the pressing portion 80 and the pedal support portion 56 in the front-rear direction). Further, the pressing portion 80
Is located between the rotary shaft 60 and the clevis pin 70 in the pedal support 56 (the vertical positional relationship of the pressing portion 80 with respect to the pedal support 56).

Further, as shown in FIG. 2, a tapered portion 80A inclined at a predetermined angle and a hook-shaped engaging portion 8 disposed adjacent to the tapered portion 80A are provided at the tip of the pressing portion 80 described above.
OB are integrally formed. The tapered portion 80A is located behind the pedal support portion 56, and is inclined at a predetermined angle substantially rearward of the vehicle along the vehicle width direction. The distance from the end of the tapered portion 80A to the inside of the engagement portion 80B is substantially equal to the thickness of the pedal support portion 56. The tapered portion 80A and the engaging portion 80B correspond to the "suppression means" in the first aspect and the "release means" in the second aspect.

Next, the operation and effect of this embodiment will be described. As shown by the solid line in FIG. 1, when the brake is not operated, the brake pedal 10 is held at the initial position by the urging force of the return spring. When the occupant applies a pedaling force to the pedal pad 58 of the brake pedal 10 from this state, the brake pedal 10 swings substantially around the rotation shaft 60 toward the front of the vehicle, and the push rod 66 is pressed substantially toward the front of the vehicle. Is done. Thereby, the pedaling force of the occupant applied to the pedal pad 58 is transmitted to the brake booster 20 via the push rod 66 and is increased, and thereafter, the master cylinder 22 constituting a part of the braking device is increased.
And is converted to hydraulic pressure by the master cylinder 22.

On the other hand, when an external force equal to or more than a predetermined value acts from the front of the vehicle, the load at that time is input to the dash panel 16 via the master cylinder 22 and the brake booster 20. As a result, the dash panel 16 may be displaced substantially toward the rear of the vehicle as shown by a two-dot chain line in FIG. In this case, as the dash panel 16 is displaced rearward, the pedal bracket 26 is also displaced substantially to the rear of the vehicle as shown by the two-dot chain line in FIG. However, the rear end of the pedal bracket 26 (the rear end of the top plate portion 32) is not substantially displaced rearward of the vehicle as much as the front end of the pedal bracket 26 (the base plate portion 28). This is because the rear end side of the pedal bracket 26 is fixed to the cowl inner reinforce 44, and the cowl inner reinforce 44 is hardly displaced substantially to the vehicle rear side even when an external force of a predetermined value or more acts from the front of the vehicle. This is because it is supported by the strong instrument panel reinforcement 74 via the cowl brace 78. Because of this, and the pair of side plate portions 30 of the pedal bracket 26 are formed with the openings 34, and the rigidity in the vehicle longitudinal direction is intentionally set low, as a result, as described above. The pedal bracket 26 is displaced substantially rearward of the vehicle while buckling substantially in the vehicle front-rear direction.

In this embodiment, the high-strength instrument panel reinforcement 74, which is hardly displaced substantially toward the rear of the vehicle even when an external force equal to or more than a predetermined value acts from the front of the vehicle, is inclined downward substantially toward the front of the vehicle. Steering support 76
Is fixed, and the pressing portion 80 is formed in a part of the steering support 76. Therefore, even if the external force acts, the pressing portion 80 does not displace backward. Therefore, the brake pedal 1 is moved with the rearward displacement of the pedal bracket 26.
When 0 is displaced substantially toward the rear side of the vehicle, the pedal support portion 56 (the intermediate portion between the rotation shaft portion 60 and the clevis pin 70) of the brake pedal 10 comes into contact with the pressing portion 80. Therefore, the brake pedal 10 receives the pressing force from the pressing portion 80 about the rotation shaft portion 60 substantially toward the front side of the vehicle. As a result, the brake pedal 10 is rotationally displaced around the rotation shaft 60 substantially toward the front of the vehicle while pushing down the push rod 66. As a result, the pedal pad 58 of the brake pedal 10 is also displaced substantially toward the front of the vehicle.

In other words, according to the present embodiment, when an external force equal to or more than a predetermined value acts from the front of the vehicle, the pedal pad 58 of the brake pedal 10 is largely displaced substantially toward the front of the vehicle. Can be controlled. As a result, the knee of the leg due to the inertial movement of the occupant when the external force equal to or more than the predetermined value acts from the front of the vehicle can be suppressed, and the occupant's knee can be moved away from the steering column. .

The above is the basic operation and effect of the present embodiment. In this embodiment, the following operation and effect can be obtained.

That is, as described above, when an external force equal to or greater than a predetermined value acts from the front of the vehicle, the pressing portion 80 provided on the steering support 76 presses the pedal support portion 56 from the rear side, and the brake pedal 10 Rotating shaft 6
In the case where only a rotational displacement of substantially zero rotation is given to the front side of the vehicle, a pressing reaction force is input from the pedal supporting portion 56 to the pressing portion 80 at the time of pressing. This pressing reaction force is transmitted to the instrument panel reinforcement 74 via the steering support 76.
Is transmitted to.

However, in this embodiment, the pressing portion 8
Since the tapered portion 80A inclined at a predetermined angle and the hook-shaped engaging portion 80B disposed adjacent to the tapered portion 80A are integrally formed at the front end of the pedal support portion 56, as shown in FIG. When the pedal abuts on the pressing portion 80, the pedal support portion 56 relatively slides along the tapered portion 80A of the pressing portion 80 substantially in the vehicle width direction. The sliding of the pedal support portion 56 is performed until the pedal support portion 56 engages with a hook-shaped engaging portion 80B formed adjacent to the tapered portion 80A. In the process, the split pin 72 breaks and one of the clevis 68 The side 68A is deformed by the pedal support 56 as shown. As a result, the pedal support 56 is detached from the clevis pin 70, and the connection between the push rod 66 and the brake pedal 10 is released. Thereby, the transmission path of the pressing reaction force itself is shut off. As a result, the pressing reaction force after the connection state is released (after the transmission path is cut off) is not transmitted to the instrument panel reinforce 74, and the pressure reaction force that is applied before the connection state is released is transmitted to the instrument panel reinforce 74. Only power. As a result, according to the present embodiment, it is possible to prevent the instrument panel reinforcement 74 from being affected by the pressing reaction force.

The term "reaction force equal to or greater than a predetermined value" in the first aspect of the present invention refers to the application of a sufficient pressing force (pressing load) to press the brake pedal 10 substantially toward the front of the vehicle. It means a force that exceeds the pressing reaction force.

Further, in the present embodiment, as described above, since the transmission path of the pressing reaction force itself is interrupted,
The pressing reaction force transmitted to the instrument panel reinforcement 74 can be reliably reduced. Second Embodiment Next, a second embodiment will be described with reference to FIGS. Note that the second embodiment also corresponds to one embodiment of the invention described in claims 1 and 2. The same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIGS. 4 and 5, in this embodiment, the tapered portion 80 in the first embodiment described above is used.
A in addition to the tapered portion 90A and the engaging portion 90B having the same configuration as the A and the engaging portion 80B (only these reference numerals have the same configuration as in the first embodiment described above, but have different reference numerals), and a connecting portion 90C is provided. A pressing portion 90 as a displacement control means provided is formed integrally with the steering support 92. The connecting portion 90C is formed adjacent to the tapered portion 90A,
Furthermore, it extends toward the clevis pin 94 side (substantially the lower front side of the vehicle). A long hole 96 is formed in the middle of the connecting portion 90C in the height direction along the longitudinal direction of the connecting portion 90C (substantially the front-rear direction of the vehicle). The end of the elongated hole 96 is open, and the width of the elongated hole 96 is set to be larger than the shaft diameter of the clevis pin 94 described later and smaller than the head diameter. The pressing portion 90 and the clevis pin 94 are connected to each other using the long hole 96.

More specifically, the clevis pin 94 in this embodiment is integrally formed with a flange-shaped stopper 94C in addition to the head portion 94A and the shaft portion 94B.
The position where the stopper 94C is formed is a position where a predetermined interval (an interval approximately equal to the thickness of the connecting portion 90C of the pressing portion 90) is provided with respect to the head portion 94A. And the connecting part 90
The shaft 9 of the clevis pin 94 is located near the tip of the long hole 96
The portion between the head 94A and the stopper 94C in 4B is inserted. Note that the longitudinal direction of the long hole 96 intersects the moving direction of the clevis pin 94 during normal brake operation, and the width of the long hole 96 is set as described above. 94B
Is inserted in the vicinity of the distal end of the long hole 96 and is in an assembled state, so that there is no hindrance during a normal brake operation.

According to the above configuration, basically, the same configuration as that of the above-described first embodiment is used, so that the same operation and effect can be obtained.

In addition, in this embodiment, the pressing portion 90 is provided with a connecting portion 90C extending to the vicinity of the clevis pin 94, and the stopper 9 is provided in the elongated hole 96 of the connecting portion 90C.
Since the clevis pin 94 provided with the 4C is inserted, the tapered portion 90 of the pressing portion 90 as shown in FIG.
Even if the pedal support 56 slides along A, the clevis pin 94 is not displaced in the sliding direction of the pedal support 56 because the connecting portion 90C is interposed between the head 94A of the clevis pin 94 and the stopper 94C. . That is, in the first embodiment described above, when the pedal support portion 56 comes into contact with the tapered portion 80A of the pressing portion 80 and slides from the state shown in FIG. 2 until the pedal support portion 56 is engaged with the engagement portion 90B. The clevis pin 70 is also displaced in the sliding direction together with the pedal support 56. Then, the pedal support 56
After engaging with the engaging portion 80B, when the one side portion 68A of the clevis 68 is deformed, the one side portion 68A is eventually displaced (returned) in the anti-sliding direction, and the state shown in FIG. Accordingly, the pedal support portion 56 is unlikely to fall out of the clevis pin 70 by the displacement of the clevis pin 70 in the sliding direction together with the pedal support portion 56. In contrast, in the present embodiment, the clevis pin 94
Is restrained by the connecting portion 90C of the pressing portion 90, so that the pedal support portion 56 can be easily detached from the clevis pin 94. Therefore, according to the present embodiment, since the pedal support portion 56 is detached from the clevis pin 94 at an early stage, the disconnection state of the push rod 66 and the brake pedal 10 can be released earlier. Therefore, the pressing reaction force input to the pressing portion 90 is further reduced. Third Embodiment Next, a third embodiment will be described with reference to FIG. This third embodiment corresponds to one embodiment of the invention described in claims 1 and 3. The same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof will be omitted.

In this embodiment, a plurality of trapezoidal openings 104 as energy absorbing means (further conceptually weaker parts) are provided at the bottom 102A of the pressing part 102 as displacement control means provided on the steering support 100. Is formed. Thus, the rigidity of the pressing portion 102 of the steering support 100 in the substantially vehicle longitudinal direction is intentionally reduced. Instead of the configuration in which the plurality of openings 104 are formed, it is also possible to adopt a configuration in which the thickness of the portion where the openings 104 are formed is reduced, and a configuration capable of absorbing a pressing reaction force of a predetermined value or more. If all are applicable.

According to the above configuration, when the pressing portion 102 presses the pedal supporting portion 56 substantially toward the front of the vehicle, the pressing reaction force input from the pedal supporting portion 56 to the pressing portion 102 is equal to or greater than a predetermined value. The bottom portion 102A of the pressing portion 102 buckles substantially in the vehicle front-rear direction, and a pressing reaction force equal to or greater than the predetermined value is absorbed. That is, in the present embodiment, the pressing reaction force is attenuated in the middle of the transmission path of the pressing reaction force. For this reason, the pressing reaction force absorbed by the buckling of the bottom portion 102A is not transmitted to the instrument panel reinforcement 74, and only the pressing reaction force before being absorbed is transmitted. Therefore, the first
As in the embodiment, the pressing reaction force transmitted to the instrument panel reinforcement 74 can be reduced.

Moreover, in the present embodiment, the above effect can be obtained only by forming the plurality of openings 104 in the bottom portion 102A of the pressing portion 102 of the steering support 100, so that the structure can be simplified and the cost can be reduced. it can. [Fourth Embodiment] Next, a fourth embodiment will be described with reference to FIGS. Note that the fourth embodiment also has
This corresponds to one embodiment of the invention described in claims 1 and 3. The same components as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIGS. 8 to 10, in this embodiment, the pressing portion 122 as a displacement control means provided integrally with the steering support 120 is formed in a hat-shaped cross section. Note that these figures are enlarged perspective views of a main portion of a portion corresponding to the pressing portion 102 shown in FIG. 7 in the third embodiment (that is, the pressing portion 122 in the present embodiment).

More specifically, the distal end of the pressing portion 122 is open, and is disposed close to the rear side of the pedal support portion 56. Also, the bottom 12 of the pressing portion 122
2A and one side portion 122B are formed wider toward the outside in the thickness direction of the pedal support portion 56. further,
A plurality of circular holes 12 as energy absorbing means (lower conceptually, a weak portion) are formed in the bottom 122A of the pressing portion 122.
4 are formed at predetermined intervals substantially along the vehicle longitudinal direction. In addition, these circular holes 124 are set to have the same diameter. Accordingly, the rigidity of the pressing portion 122 of the steering support 120 in the substantially vehicle longitudinal direction is intentionally reduced.

In place of the configuration in which a plurality of circular holes 124 are formed, a configuration in which a V-shaped concave portion (fragile portion) whose tip is directed substantially toward the rear of the vehicle is formed in a portion where the circular holes 124 are formed. It is also possible to apply any structure that can absorb a pressing reaction force equal to or greater than a predetermined value.

According to the above configuration, when the pressing portion 122 presses the pedal supporting portion 56 substantially toward the front of the vehicle, the pressing reaction force input from the pedal supporting portion 56 to the pressing portion 122 is equal to or greater than a predetermined value. As described above, the plurality of circular holes 1 for controlling the energy absorption load are formed in the bottom 122A of the pressing portion 122.
24 are formed to reduce rigidity, so that the pressing portion 12
The second bottom 122A is plastically deformed so as to be torn substantially in the front-rear direction of the vehicle, whereby a pressing reaction force equal to or greater than the predetermined value is absorbed.

More specifically, in the initial stage of pressing, FIG.
As shown in FIG. 5, only the vicinity of the tip of the bottom portion 122A of the pressing portion 122 is plastically deformed substantially in the vehicle longitudinal direction. At this point, the circular hole 124A formed at the foremost position is deformed but not broken. Subsequently, as shown in FIG. 10, the circular hole 124A formed at the foremost position of the bottom 122A of the pressing portion 122 and the circular hole 1 formed at the intermediate position.
24B are sequentially torn, and the pedal support portion 56 is
Tearing off. In this figure, the circular hole 124C formed at the last position is shown as deformed but not split, but depending on the magnitude of the pressing reaction force, the circular hole 124C formed at the last position is further removed. Will also be cleaved. Thus, the pressing reaction force applied to the pressing portion 122 is absorbed by energy.

FIG. 11 shows the "load characteristics transmitted to the instrument panel reinforcement 74 with respect to the displacement of the pedal support 56 substantially toward the rear of the vehicle" when the structure of the present embodiment is adopted. As can be seen from this characteristic diagram, in the case of the present embodiment, the pressing reaction force (load) transmitted to the instrument panel reinforcement 74 is reduced. In other words, FIG. 11 directly shows the characteristics when the structure according to the present embodiment is employed, but schematically shows the same characteristics in any of the above-described embodiments.

As described above, also in this embodiment, the pressing reaction force can be attenuated in the middle of the transmission path of the pressing reaction force as in the third embodiment. For this reason, the bottom 122 of the pressing portion 122 is attached to the instrument panel reinforcement 74.
The pressing reaction force absorbed by the tearing of A is not transmitted, and only the pressing reaction force before being absorbed is transmitted. Therefore, similarly to the above-described first embodiment, the pressing reaction force transmitted to the instrument panel reinforcement 74 can be reduced.

Also in this embodiment, as in the third embodiment described above, a plurality of circular holes 1 are formed in the bottom 122A of the pressing portion 122 formed integrally with the steering support 120.
Since the above effect can be obtained only by forming 24, the structure can be simplified and the cost can be reduced.
Further, control (tuning) of the energy absorption load can be easily performed.

Further, according to the present embodiment, the tip of the pressing portion 122 formed integrally with the steering support 120 is formed in an open shape, and a plurality of circular holes for controlling the energy absorption load (for reducing rigidity) are provided. 124, the bottom portion 12 of the pressing portion 122 is
2A can be torn. From another point of view, according to this embodiment, both sides 122A ₁ , 122A of the bottom 122A of the torn pressing portion 122 are provided.
₂ allows the pedal support 56 to be clamped. Therefore, according to the present embodiment, the pedal support portion 56 can be restrained so that the pedal support portion 56 does not shift substantially in the vehicle width direction, and the pressing portion 122 (and the steering support 12
0) can be restrained so that the pedal support portion 56 is not relatively displaced substantially in the vertical direction of the vehicle.

In each of the above-described embodiments, the present invention is applied to a suspended main brake pedal. However, the present invention is not limited to this, and may be applied to a suspended clutch pedal or the like. Is also applicable.

[0056]

As described above, in the vehicle pedal displacement control structure according to the first aspect of the present invention, the first pedal displaces substantially toward the rear of the vehicle when an external force of a predetermined value or more acts on the front of the vehicle. A pedal bracket fixed to the vehicle body side component member of
A suspension-type vehicle pedal in which a rotation shaft portion serving as a swing center is supported by the pedal bracket; and
The second vehicle-side structural member having a high strength is disposed substantially rearward of the vehicle pedal, and the vehicle pedal is moved substantially rearward in accordance with the displacement of the first vehicle-side structural member substantially rearward of the vehicle. When the vehicle pedal is displaced to the side, a displacement control means for controlling the displacement of the tread surface of the vehicle pedal is provided by applying a pressing force to the vehicle pedal substantially toward the front of the vehicle around the rotation shaft. This has an excellent effect that the displacement of the tread surface of the vehicle pedal can be controlled when an external force equal to or more than the value acts from the front of the vehicle.

In addition, in the present invention, when a pressing force is applied to the vehicle pedal from the displacement control means, a pressing reaction force equal to or greater than a predetermined value is transmitted to the second vehicle body-side constituent member via the displacement control means. Is provided, the load transmitted to the second vehicle body side component can be reduced, and as a result, it is possible to prevent the second vehicle body side component from being affected. Excellent effects can also be obtained.

According to the second aspect of the present invention, in the vehicle pedal displacement control structure according to the first aspect, the pedaling force applied to the vehicle pedal and the tread surface of the vehicle pedal is transmitted to the brake device side. Since the restraining means is constituted by the releasing means for releasing the connection state with the transmitting means, the transmission path itself of the pressing reaction force can be cut off, whereby the transmission is reliably transmitted to the second vehicle body side component member. It has an excellent effect that the load can be reduced.

According to a third aspect of the present invention, in the vehicle pedal displacement control structure according to the first aspect, an energy absorbing means for absorbing a pressing reaction force from the vehicle pedal is provided in the displacement control means itself. Thus, since the suppressing means is configured, the pressing reaction force can be attenuated in the middle of the transmission path of the pressing reaction force, whereby the load transmitted to the second vehicle body-side constituent member can be surely reduced. It has an excellent effect of being able to.

In addition, it is generally easier to set the energy absorbing means than to set the releasing means for releasing the connection between one member and the other member. Also, an excellent effect that the structure can be simplified and the cost can be reduced can be obtained.

[Brief description of the drawings]

FIG. 1 is a side view showing an overall configuration of a vehicle pedal displacement control structure according to a first embodiment.

FIG. 2 is an enlarged plan view illustrating a configuration of a pressing unit illustrated in FIG. 1;

FIG. 3 is an operation diagram showing a state in which a brake pedal is released from the state shown in FIG. 2;

FIG. 4 is a side view showing an overall configuration of a vehicle pedal displacement control structure according to a second embodiment.

FIG. 5 is an enlarged plan view showing a configuration of a pressing unit shown in FIG. 4;

FIG. 6 is an operation diagram showing a state where a brake pedal is released from the state shown in FIG. 5;

FIG. 7 is a plan view illustrating a configuration of a pressing unit according to a third embodiment.

FIG. 8 is a perspective view showing a configuration of a pressing portion according to a fourth embodiment in an assembled state.

9 is a perspective view corresponding to FIG. 8, showing an initial state in which the pedal supporting portion abuts on the pressing portion from the assembled state shown in FIG. 8;

FIG. 10 is a perspective view showing a state in which the tearing by the pedal support portion has further progressed from the state shown in FIG. 9;

FIG. 11 is a graph showing a load characteristic transmitted to the instrument panel reinforcement with respect to a displacement of the pedal support portion substantially toward the rear of the vehicle when the structure according to the fourth embodiment is employed.

FIG. 12 is a perspective view showing a conventional structure.

[Explanation of symbols]

Reference Signs List 10 brake pedal (vehicle pedal) 16 dash panel (first body side component member) 22 master cylinder (braking device) 26 pedal bracket 58 pedal pad (tread surface) 60 rotary shaft 66 push rod (transmission means) 74 instrument panel reinforcement (Second vehicle-side component) 80 Pressing part (displacement control means) 80A Taper part (suppression means, release means) 80B Engagement part (suppression means, release means) 90 Pressing part (displacement control means) 90A Taper part ( 90B Engagement part (suppression means, release means) 102 Pressing part (displacement control means) 104 Opening (energy absorption means) 122 Pressing part (displacement control means) 124 Circular hole (energy absorption means)

Claims (3)

[Claims] 1. A pedal bracket fixed to a first vehicle body-side component member which is displaced substantially rearward when an external force equal to or more than a predetermined value acts on a front portion of the vehicle, and the pedal bracket serves as a swing center. A suspension-type vehicle pedal having a rotating shaft portion supported thereon, and a high-strength second vehicle-body-side component member disposed substantially rearward of the vehicle pedal with respect to the first vehicle-body configuration. When the vehicle pedal is displaced substantially rearward with the displacement of the member substantially rearward, by applying a pressing force to the vehicle pedal substantially toward the front of the vehicle around the rotation shaft portion,
Displacement control means for controlling the displacement of the tread surface of the vehicle pedal, and further, when a pressing force is applied from the displacement control means to the vehicle pedal, a pressing reaction force equal to or greater than a predetermined value is generated via the displacement control means. 2. A vehicle pedal displacement control structure, further comprising a suppression unit that suppresses transmission to a vehicle body side component member of (2). 2. The restraining means is constituted by a releasing means for releasing a connection state between a vehicle pedal and a transmitting means for transmitting a pedaling force applied to a tread surface of the vehicle pedal to a braking device side. The vehicle pedal displacement control structure according to claim 1, wherein: 3. The vehicle pedal according to claim 1, wherein the displacement control unit itself includes an energy absorbing unit that absorbs a pressing reaction force from the vehicle pedal to constitute the suppression unit. Displacement control structure.