JP2005324663A - Vehicular pedal supporting structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular pedal supporting structure capable of reliably and forcibly displacing a pedal forward of a vehicle. <P>SOLUTION: The vehicular pedal supporting structure 30 to support a pedal device 34 in a rocking manner by a bracket 38 fixed to a dash panel 6 comprises a vehicle body side reinforcing member 14, upper pedal members 44, 46, a lower pedal member 48, an abutting member 50 to be abutted on the vehicle body side reinforcing member in a collision, and a connection mechanism 60 to forcibly displace a lower portion 48b of the lower pedal member below a rocking shaft thereof with respect to the upper pedal members forward of the vehicle body by allowing the abutting member to be abutted on the vehicle body side reinforcing member and rocked in the collision. The upper pedal members and the lower pedal member are provided in the vehicle width direction. Projection parts 61, 62, 63 to elastically hold the lower pedal member in the vehicle width direction with respect to the upper pedal members are integrally formed on at least either of the upper pedal members or the lower pedal member. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a pedal support structure for a vehicle, and more particularly to a pedal support structure for a vehicle in which a pedal device is swingably supported by a pedal bracket fixed to a dash panel.

  If a large load is applied to the front of the vehicle during a frontal collision of the vehicle, etc., the engine will move to the rear of the vehicle, and the brake pedal and clutch pedal attached to the dash lower panel etc. will move backward to the passenger compartment side. It interferes with the leg of the vehicle or the driver's foot space is reduced.

  Conventionally, in order to prevent such interference and the like, for example, Patent Document 1 discloses a pivot link that is pivotably coupled to a pedal bracket joined to a dash panel and a member connecting pillars. A foot pedal retracting structure is disclosed in which a foot pedal is attached and a pivot link is rotated as the pedal bracket is retracted to retract the foot pedal to the front side of the vehicle body.

  Further, in Patent Document 2, when the foot means and the support means connected to the foot pedal are integrally locked by the stopper means, and a large load is applied from the front of the vehicle body, the pedal bracket is deformed. A foot pedal retracting structure is disclosed in which the stopper means is rotated to release the locked state between the foot pedal and the support means, and the foot pedal is retracted to the front side of the vehicle body by the force of the spring.

JP 2001-47986 A JP 2002-274432 A

  However, in the foot pedal retracting structure of Patent Document 1, the retracting structure is not unitized, and the pivot link is connected to both the pedal bracket and the member connecting the pillars. Due to variations in accuracy and the deformation of the dash panel, the dull bracket retraction direction shifts in the vehicle width direction and the vertical direction, making the rotation link difficult to operate, and vibration from the members connecting the pillars to the pedal There is a problem that the treading feeling is worsened by being transmitted. In addition, since it is connected to both the dash panel and the member connecting the pillars, there is also a problem that it is difficult to assemble to the vehicle body.

  On the other hand, in the retracting structure of the foot pedal of Patent Document 2, the stopper means is rotated by utilizing the deformation of the pedal bracket, and the locked state between the foot pedal and the support means is released by the rotation. Therefore, there is a problem that the retracting structure may not operate due to the deformation state of the bracket.

  The present invention has been made to solve the problems of the prior art, and an object of the present invention is to provide a pedal support structure for a vehicle that can forcefully displace the pedal forward of the vehicle.

In order to achieve the above object, the present invention provides a pedal support structure for a vehicle in which a dash panel is disposed in the front of the vehicle interior, and a pedal device is swingably supported by a pedal bracket fixed to the dash panel. A vehicle body side reinforcing member disposed so as to extend in the vehicle width direction from the pedal bracket to the vehicle body rear side, an upper pedal member swingably supported by the pedal bracket, and swingably supported by the upper pedal member The lower pedal member having a pedal at the lower end and the upper pedal member are swingably supported, and do not contact the vehicle body side reinforcing member in a normal state but move to the vehicle body rear side at the time of a collision and contact the vehicle body side reinforcing member. The abutting member having the abutting portion is connected to the abutting member and the lower pedal member so that they are not displaced relative to each other at the normal time. And a coupling mechanism for forcibly displacing a lower part of the lower pedal member with respect to the upper pedal member to the front side of the vehicle body by swinging in contact with the upper pedal member, and the upper pedal member and the lower pedal member are And a protrusion that elastically holds the lower pedal member with respect to the upper pedal member in the vehicle width direction is formed integrally with at least one of the upper pedal member and the lower pedal member. It is characterized by being.
In the present invention configured as described above, the upper pedal member is swingably supported by the pedal bracket, and the lower pedal member and the abutting member are swingably supported by the upper pedal member. In the non-collision state, the contact member and the lower pedal member are connected by the connecting mechanism so that they are not displaced relatively. Therefore, when the driver steps on the pedal, the upper pedal member and the lower pedal member are Oscillate as a unit and perform normal pedal operations. On the other hand, at the time of a collision, the abutting portion of the abutting member moves to the rear of the vehicle body and abuts and swings against the vehicle body side reinforcing member. The part can be forcibly displaced forward of the vehicle body.
In addition, the contact portion of the contact member does not contact the vehicle body side reinforcing member in a normal state, and moves to the vehicle body rear side at the time of a collision so that the lower part of the lower pedal member is in front of the vehicle. Since the displacement is forcibly displaced, the contact member, the upper pedal member, and the lower pedal member can be unitized without being connected to the vehicle body side reinforcing member.
The upper pedal member and the lower pedal member are provided in the vehicle width direction, and the lower pedal member is elastically provided in the vehicle width direction with respect to the upper pedal member on at least one of the upper pedal member and the lower pedal member. Therefore, the lower pedal member can be surely displaced in a normal manner without rattling and without rattling during a collision. Specifically, since the lower pedal member is elastically held in the vehicle width direction by the protrusion, the upper pedal member and the lower pedal member are caused by, for example, a variation in dimensional accuracy of the upper pedal member and the lower pedal member or an assembly error. Even if the gap in the vehicle width direction increases, the holding force in the vehicle width direction can be lost during normal times and during collision, or it can be prevented from rattling, or the upper pedal member and the lower pedal member Even if the gap in the vehicle width direction is reduced, it is possible to prevent the lower pedal member from becoming difficult to swing due to an increase in frictional force during a collision.
Furthermore, since the protrusion is formed integrally with the upper pedal member or the lower pedal member, the number of parts is reduced.

In the present invention, it is preferable that the protrusion has a base end portion formed on one of the upper pedal member or the lower pedal member, and a tip end portion protruding in the vehicle width direction on the other of the upper pedal member or the lower pedal member. It is formed to contact.
In the present invention configured as described above, the projecting portion has a base end portion formed on one of the upper pedal member or the lower pedal member, and a distal end portion protruding in the vehicle width direction so that the upper pedal member or the lower pedal member is Since it is formed so as to be in contact with the other, the protrusion can be formed like a cantilever and can be reliably elastically deformed, and the lower pedal member can be securely held elastically.

In the present invention, it is preferable that the coupling mechanism is constituted by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. The member is provided with a guide long hole into which the pin means is inserted so as to guide the pin means when sliding in the connection long hole, and the connection long hole of the connection mechanism is formed tight with respect to the pin means. The guide long hole of the upper pedal member includes a holding region for holding the pin means tightly at normal times, and the protrusions of the upper pedal member or the lower pedal member are formed in the vicinity of the holding region.
In the present invention configured as described above, the coupling mechanism is configured by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. Therefore, the contact member and the lower pedal member can be reliably connected.
Further, since the upper pedal member has a guide long hole into which the pin means is inserted so that the pin means guides when sliding in the connection long hole, the pin means is along the connection long hole. Even when the contact member is inclined in the vehicle width direction by the force received from the vehicle body side reinforcing member, the pin means can be guided without greatly restricting the movement. Further, since the pin means is guided in this way and the connecting long hole is formed tightly with respect to the pin means, the connecting mechanism can be operated without rattling.
Further, since the guide hole of the upper pedal member is provided with a holding area for holding the pin means tightly at normal times, the pin means is easily held in the holding area at normal times, and the brake operation at normal times is more reliably performed. Can be done.
Further, since the protrusion is formed in the vicinity of the holding region that normally holds the pin means tightly, the lower pedal member is securely supported in the vicinity of the holding region, and the lower pedal member is in contact with the pin means. A large tilt is prevented. Accordingly, a large frictional force is generated between the guide hole holding region and the pin means, and between the pin means and the connecting long hole of the lower pedal member formed tightly with respect to the pin means. Can be prevented. As a result, at the time of a collision, the pin means can be surely started to move from the holding region of the guide slot, and the connecting mechanism operates more reliably.

In the present invention, it is preferable that the coupling mechanism is constituted by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. The member is provided with a guide long hole into which the pin means is inserted so as to guide the pin means when sliding in the connection long hole, and the connection long hole of the connection mechanism is formed tight with respect to the pin means. The protrusions of the upper pedal member or the lower pedal member are respectively formed in the vicinity of both end portions of the guide elongated hole of the upper pedal member.
In the present invention configured as described above, the coupling mechanism is configured by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. Therefore, the contact member and the lower pedal member can be reliably connected.
Further, since the upper pedal member has a guide long hole into which the pin means is inserted so that the pin means guides when sliding in the connection long hole, the pin means is along the connection long hole. Even when the contact member is inclined in the vehicle width direction by the force received from the vehicle body side reinforcing member, the pin means can be guided without greatly restricting the movement. Further, since the pin means is guided in this way and the connecting long hole is formed tightly with respect to the pin means, the connecting mechanism can be operated without rattling.
Further, since the protrusions are formed in the vicinity of both ends of the guide slot, the lower pedal member is securely held by the protrusion over the range in which the pin means moves, and the lower pedal member is attached to the pin means. In contrast, it is possible to prevent a large inclination. Therefore, it is possible to prevent the frictional force from increasing between the guide long hole and the pin means and between the pin means and the connecting long hole of the lower pedal member that is tightly formed with respect to the pin means. I can do it. As a result, the pin means can be surely moved along the guide slot at the time of collision, and the coupling mechanism operates more reliably.

In the present invention, preferably, a plurality of protrusions are formed so as to surround the swing shaft of the lower pedal member.
In the present invention configured as described above, a plurality of protrusions are formed so as to surround the swing shaft of the lower pedal member, so that the lower pedal member can be held more securely over the swing range of the lower pedal member. As a result, the lower pedal member can be prevented from tilting in the vehicle width direction with respect to the swing shaft.

In the present invention, it is preferable that the coupling mechanism is constituted by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. The member is provided with a guide long hole into which the pin means is inserted so as to guide the pin means when sliding in the connection long hole, and the connection long hole of the connection mechanism is formed tight with respect to the pin means. The guide pedal long hole of the upper pedal member has a holding region for holding the pin means tightly at a normal time, and the protrusion of the upper pedal member or the lower pedal member is formed in the vicinity of the holding region. The base end portion is formed on one of the upper pedal member and the lower pedal member, and the tip end portion projects in the vehicle width direction so as to be in line contact with the other of the upper pedal member or the lower pedal member, and this line contact portion is an elongated guide hole. Total of It is formed to extend in a direction perpendicular to that direction.
In the present invention configured as described above, the coupling mechanism is configured by a coupling long hole formed in the lower pedal member and pin means provided in the contact member and inserted into the coupling long hole. Therefore, the contact member and the lower pedal member can be reliably connected.
Further, since the upper pedal member has a guide long hole into which the pin means is inserted so that the pin means guides when sliding in the connection long hole, the pin means is along the connection long hole. Even when the contact member is inclined in the vehicle width direction by the force received from the vehicle body side reinforcing member, the pin means can be guided without greatly restricting the movement. Further, since the pin means is guided in this way and the connecting long hole is formed tightly with respect to the pin means, the connecting mechanism can be operated without rattling.
Further, since the guide hole of the upper pedal member is provided with a holding area for holding the pin means tightly at normal times, the pin means is easily held in the holding area at normal times, and the brake operation at normal times is more reliably performed. Can be done.
In addition, since the protrusion is formed in the vicinity of the holding region that normally holds the pin means tightly, the lower pedal member is securely held in the vicinity of the holding region, and the lower pedal member is in contact with the pin means. A large tilt is prevented. Accordingly, the frictional force is increased between the holding area of the guide long hole and the pin means, and further between the pin means and the connecting long hole of the lower pedal member tightly formed with respect to the pin means. Can be prevented. The protrusion is formed such that a base end portion thereof is formed on one of the upper pedal member and the lower pedal member, and a tip portion thereof protrudes in the vehicle width direction so as to be in line contact with the other of the upper pedal member or the lower pedal member. Therefore, the lower pedal member is securely held elastically and is not easily tilted in the direction of line contact. In particular, the line contact portion of the tip extends in a direction perpendicular to the direction in which the guide slot extends, so the lower pedal member is less likely to tilt in the direction perpendicular to the direction in which the guide slot extends, Accordingly, the pin means inserted into the connecting long hole formed in the tight portion of the lower pedal member is not easily inclined in the direction perpendicular to the extending direction of the guiding long hole. Therefore, it is possible to effectively prevent an increase in the frictional force between the pin means and the side surface of the guide slot. As a result, at the time of collision, the pin means can be surely moved from the holding region of the guide slot, and the coupling mechanism operates more reliably.

In the present invention, it is preferable that the upper pedal member includes a first upper pedal member and a second upper pedal member provided on both sides of the lower pedal member, respectively. The plate thickness of any one of these is formed smaller than the other, and the projection part is formed in the 1st or 2nd upper pedal member in which this plate | board thickness was formed small.
In the present invention configured as described above, since the protrusion is formed on the first and second upper pedal members having a small plate thickness, the protrusion can be easily formed and has a desired elasticity. Easy to get power.

  According to the present invention, the pedal can be forcibly displaced forwardly in the vehicle.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, a pedal support structure for a vehicle according to an embodiment of the present invention will be described with reference to FIGS. In this embodiment, the pedal support structure for a vehicle of the present invention is applied to a brake pedal device. FIG. 1 is a perspective view schematically showing a front portion of a vehicle having a pedal support structure for a vehicle according to the present embodiment. FIG. 2 is a front view of a vehicle having a pedal support structure for a vehicle according to the present embodiment. It is a side view which shows an outline.

  As shown in FIG. 1, the vehicle 1 includes a dash lower panel (dash panel) 6 that partitions the vehicle compartment 2 and the engine compartment 4, and a floor panel 8 that constitutes a floor portion of the vehicle compartment. Both ends of the dash lower panel 6 in the vehicle width direction are joined to a front pillar (A pillar) 10. An instrument panel member (vehicle body side reinforcing member) 14 is attached to these front pillars 10 by attachment members 12.

The instrument panel member 14 is formed of a cylindrical round pipe, extends in the vehicle width direction through the inside of an instrument panel (not shown) attached to the rear side of the dash lower panel 6, and the front pillars 10 on both sides. Are combined. A steering shaft or the like (not shown) is attached to the instrument panel member 14.
The vehicle 1 further includes an accelerator pedal device 26, a clutch pedal device 28, and a brake pedal device 34 to which the present embodiment is applied.

As shown in FIG. 2, a master bag 16, a master cylinder 18, and a reservoir tank 20 are attached to the upper portion of the dash lower panel 6 on the engine room 4 side. An engine 22 is disposed in front of the master bag 16 and the master cylinder 18.
The brake pedal device 34 is located obliquely below the front of the instrument panel member 14, and is attached by a bracket (pedal bracket) 38 to the passenger compartment side of the inclined upper portion of the dash lower panel 6. One end of a piston rod 36 is connected to the brake pedal device 34, and the other end of the piston rod 36 is connected to the master bag 16. The driver's pedaling force applied to the brake pedal device 34 is transmitted to the master bag 16 via the piston rod 36, boosted by the master bag 16, and transmitted to the master cylinder 18.
Further, on the rear side of the vehicle body of the brake pedal device 34, the above-mentioned instrument panel member (vehicle body side reinforcing member) 14 is disposed so as to extend in the vehicle width direction. The instrument panel member 14 is opposed to the brake pedal device 34 in front. The vehicle body side contact member 32 is attached slightly downward.

  Next, the pedal support structure for a vehicle according to the present embodiment will be described with reference to FIGS. 3 is a perspective view of the brake pedal support structure as viewed from the left rear side, FIG. 4 is a perspective view of the brake pedal support structure as viewed from the right rear side, and FIG. 5 is a pedal unit of the brake pedal support structure device. FIG. 6 is a perspective view of the pedal unit of the brake pedal device as viewed from the front right side. 3 and 4, the instrument panel member 14 is omitted.

First, as shown in FIGS. 3 and 4, the brake pedal support structure 30 includes a unitized brake pedal device 34, the bracket 38 that supports the brake pedal device 34 in a swingable manner, an instrument panel member ( (Vehicle body side reinforcing member) 14 (see FIG. 2).
The bracket 38 includes a base bracket 38a extending in parallel with the dash lower panel 6, and a left support bracket 38b and a right support bracket 38c extending rearward from the base bracket 38a. Each support bracket 38b, 38c is attached to the dash lower panel 6 by a bolt (not shown) penetrating the bolt hole 38d via the base bracket 38a.

  The brake pedal device 34 is disposed between the support brackets 38b and 38c, and is supported by the support brackets 38b and 38c so as to be swingable through the brake hub 40. The left support bracket 38b is provided with a stopper member 42. The stopper member 42 is provided with a brake switch (not shown) for detecting a brake operation state.

Next, as shown in FIGS. 5 and 6, the brake pedal device 34 includes a brake hub 40, a first upper pedal member 44, a second upper pedal member 46, a lower pedal member 48, and a wing cam (contact member) 50. It has.
The first upper pedal member 44 and the second upper pedal member 46 are fixed to each other at a predetermined spaced position by first to third pins 52, 54, 56, and a cylindrical brake is attached to each of the upper pedal members 44, 46. The hub 40 is fixed. A lower pedal member 48 is disposed between the upper pedal members 44 and 46, and is swingably attached to the upper pedal members 44 and 46 by a third pin 56. A wing cam (contact member) 50 is disposed on the right side of the second upper pedal member 46 in the vehicle width direction, and is swingably attached to the upper pedal members 44 and 46 by a second pin 54. As will be described later, the wing cam 50 and the lower pedal member 48 are connected by a connecting mechanism 60.
On the front side of the lower end portion of the first upper pedal member 44, a hole 44a for pivotally connecting the piston rod 36 is formed (see FIG. 2).

  Next, the brake pedal support structure including the brake pedal device 34 will be specifically described with reference to FIGS. FIG. 7 is an exploded view of the main components of the brake pedal support structure, and FIG. 8 is a side view of the first upper pedal member, the lower pedal member 48 and the second upper pedal member as viewed from the left side. 9 is a partial cross-sectional view (a) of the second upper pedal member viewed along the line AA in FIG. 8C and a partial cross-sectional view of the second upper pedal member viewed along the line BB ( FIG. 10 is a plan view (a) showing a modification of the protrusion of the second upper pedal member and a partial cross-sectional view (b) taken along the line C-C. FIG. FIG. 12 is a front view of the brake pedal support structure as viewed from the rear, and FIG. 12 is a partially enlarged front view of the brake pedal device for explaining the mutual dimensional relationship and connection state of each pedal member and the wing cam. 13 is a side view of the brake pedal support structure as seen from the left side. 14 is a side view of the brake pedal support structure from the right side.

First, an assembly structure of the first upper pedal member 44 and the second upper pedal member 46 will be described with reference to FIGS.
As shown in FIGS. 7 and 11, the first upper pedal member 44 and the second upper pedal member 46 are each made of a flat plate whose plate thickness is substantially constant over the entire surface, and the plate thickness of the second upper pedal member 46. Is smaller than the plate thickness of the first upper pedal member 44.
As shown in FIGS. 7 and 8, the first upper pedal member 44 is formed with three holes 44b, 44c, and 44d into which the pins 52, 54, and 56 are fitted, respectively. Also, three holes 46b, 46c and 46d are formed in which the pins 52, 54 and 56 are respectively fitted.

As shown in FIG. 7, each of the first to third pins 52, 54, and 56 has large-diameter portions 52a, 54a, and 56a and small-diameter portions 52b, 54b, and 56b formed on both sides thereof. These small-diameter portions 52b, 54b, 56b are respectively connected to the holes 44b-d, 46b-d of the upper pedal members 44, 46 at both end edges of the large-diameter portions 52a, 54a, 56a and the upper pedal members. The upper pedal members 44 and 46 are fixed to each other until they are fitted with the side surfaces 44 and 46 (see FIGS. 5, 6, and 11).
As shown in FIG. 12, the large diameter portions 52a, 54a, and 56a of the pins 52, 54, and 56 have the same width W1, and these three pins 52, 54, and 56 The distance between the upper pedal members 44 and 46 is kept constant, that is, the distance W1.

Next, the structure of the lower pedal member 48 and the assembly structure of the lower pedal member 48 and the upper pedal members 44 and 46 will be described with reference to FIGS.
As shown in FIGS. 7 and 8B, the lower pedal member 48 has an upper portion 48a and a lower portion 48b, and a pedal 48c is attached to the lower end portion of the lower portion 48b. In addition, a hole 48d is formed at the boundary between the upper portion 48a and the lower portion 48b. The hole 48d is fitted into the large-diameter portion 56a of the third pin 56, and the lower pedal member 48 is connected to the third pin (third It swings about a swing shaft 56.
Also, as shown in FIG. 12, the plate thickness W2 of the lower pedal member 48 is slightly smaller than the width W1 of the large diameter portions 52a, 54a and 56a of each pin, that is, the distance W1 between the upper pedal members 44 and 46. Yes.

Next, the play preventing structure of the lower pedal member 48 will be described with reference to FIGS.
As shown in FIG.8 (c), the 2nd upper pedal member 46 is provided with the projection parts 61, 62, and 63 formed integrally. As shown in FIGS. 8C and 9, the protrusions 61, 62, and 63 have base end portions 61 a, 62 a, and 63 a formed on the second upper pedal member 46, and tip portions 61 b and 62 b thereof. 63b protrudes toward the lower pedal member 48 provided in the vehicle width direction, and the tip portions 61b, 62b, 63b are formed so as to contact the side surface of the lower pedal member 48.
These protrusions 61 to 63 are formed like cantilever beams as described above, and when the respective distal end portions 61a, 62a, 63a contact the lower pedal member 48, they are elastically deformed from the proximal end portion to the distal end portion, The lower pedal member 48 is elastically held by the second upper pedal member 46 in the vehicle width direction.

  On the other hand, a metal washer (not shown) fitted to the third pin 56 of the lower pedal member 48 is provided between the first upper pedal member 44 and the lower pedal member 48, and the first upper pedal member 44 and the lower pedal member 48 are held together via this washer. The washer has a relatively small contact area so that the lower pedal member 48 can slide relative to the first upper pedal member 44 without great resistance.

  Next, as shown in FIG. 8C, the protrusion 61 is provided in the vicinity of the holding position 72a where the pin bolt 66 is held tightly at a normal position 72a, that is, one end of a guide elongated hole 72 described later, Two protrusions 62, 63 are provided in the vicinity of the hole 46 d fitted into the third pin 56 that becomes the swing shaft of the lower pedal member 48 so as to surround the swing shaft 56. Further, these protrusions 62 and 63 are located in the vicinity of the other end of the guide slot 72. As described above, a plurality of protrusions 61 to 63 are provided so as to be arranged in the vicinity of both end portions of the guide slot 72.

  The tip portions 61b, 62b, and 63b of the protrusions 61 to 63 are formed so as to be in line contact with the lower pedal member 48. The protruding portion 61 extends from the base end portion 61 a toward the distal end portion 61 b along the direction in which the guide elongated hole 72 extends, and the portion of the distal end portion 61 b that makes line contact is perpendicular to the direction in which the guide elongated hole 72 extends. It is formed to extend in the direction. Each of the protrusions 62 and 63 extends from the third swing shaft 56 in the radial direction, and is further disposed so as to extend at a predetermined relative angle to each other, in this embodiment, at an angle of about 90 degrees. Further, the portions of the tip portions 62 b and 63 b in line contact with each other extend in the circumferential direction of the third swing shaft 56.

In addition, as shown in FIG. 10, you may form the projection part 65 in the dome shape integrally molded with the press so that the 2nd upper pedal member 46 may protrude to the lower pedal member 48 side. The protrusion 65 is easily deformed in the vehicle width direction with respect to the lower pedal member 48 so that the boundary with the second upper pedal member 46 rises gently.
Further, all or a part of these protrusions 61, 62, 63, 65 are provided on the lower pedal member 48, and the tip portions 61b, 62b, 63b, 65b are the first upper pedal member 44 or the second upper pedal member. 46 may be contacted. Similarly, the protrusions 61, 62, 63 and 65 may be provided on the first upper pedal member 44 so as to contact the lower pedal member 48.

Next, the structure of the wing cam (contact member) 50 and the assembly structure of the wing cam 50 and the upper pedal members 44 and 46 will be described with reference to FIGS.
As shown in FIG. 7, the wing cam 50 includes a first portion (front portion) 50a extending substantially linearly and a second portion (upper portion) 50b extending at a predetermined angle with respect to the first portion 50a. Have. A hole 50c is formed at the boundary between the first portion 50a and the second portion 50b.
As shown in FIGS. 11 and 12, the hole 50c is fitted into a small diameter portion 54b of the second pin 54 protruding a predetermined amount from the second upper pedal member 46, and the wing cam 50 is connected to the second pin (second pin). 2 oscillating shaft 54).

Next, the assembly structure of the upper pedal members 44 and 46 and the brake hub 40 will be described with reference to FIGS.
As shown in FIGS. 7 and 8, holes 44e and 46e into which the brake hub 40 is fitted are formed in the vicinity of the center of the upper ends of the upper pedal members 44 and 46, respectively. The brake hub 40 is fitted and fixed in the holes 44e and 46e of the upper pedal members 44 and 46, and a hub spacer 58 slightly longer in the longitudinal direction than the brake hub 40 is inserted into the hollow portion 40a of the brake hub 40. .

As shown in FIG. 11, the brake hub 40 and the hub spacer 58 are disposed so as to extend in the vehicle width direction between the left support bracket 38b and the right support bracket 38c, and the hub spacer 58 includes the support brackets 38b and 38c. The bolts 64a and nuts 64b (see FIGS. 3 and 4) are tightened from the outside so as to be sandwiched between the brackets and fixed to the support brackets 38b and 38c.
The inner diameter of the brake hub 40 is slightly larger than the outer diameter of the hub spacer 58 so that the brake hub 40 can swing with respect to the hub spacer 58 without rattling. In this way, the brake hub 40 serves as the first swing shaft 40.

Next, the stopper member 42 will be described with reference to FIGS. 7 to 9, 13, and 14.
As shown in FIGS. 7 and 11, a stopper member 42 is formed at the rear end of the left support bracket 38b by bending the left support bracket 38b. The stopper member 42 is used for surely forcibly displacing the lower pedal member 48 in the event of a collision of the vehicle, in the unlikely event that a connecting mechanism 60 described later does not operate.

As shown in FIG. 13 and FIG. 14, the stopper member 42 is slightly close to and behind the swing shaft (third swing shaft) 56 of the lower pedal member 48 so as not to contact the lower pedal member 48. It is arranged at an interval and extends obliquely upward toward the front of the vehicle and extends in the vehicle width direction so as to cover the portion of the lower pedal member 48 near the swinging shaft 56 when viewed from the rear (FIGS. 3 and 5).
On the other hand, as shown in FIGS. 8 and 13, the rear side surface portion of the lower pedal member 48 is formed with a contact portion 48 e formed of a curved surface from the vicinity of the third swing shaft 56 to the lower portion thereof. As will be described later, the contact portion 48e and the stopper member 42 contact each other under a predetermined condition, and the connecting mechanism 60 is operated so that the lower pedal member 48 is surely forcibly displaced.

Next, the coupling mechanism 60 will be described with reference to FIGS. The connecting mechanism 60 connects the wing cam 50 and the lower pedal member 48 by a pin bolt 66 and a connecting long hole 68 to form a link mechanism, and a predetermined relative swing position between the wing cam 50 and the lower pedal member 48. Is stipulated.
7 and 8, the upper portion 48a of the lower pedal member 48 is formed with a connecting elongated hole 68 extending linearly in the radial direction with respect to the hole 48d. The upper pedal member 46 is formed with long guide holes 70 and 72 extending in an arc shape for guiding the movement of the pin bolt 66. Further, as shown in FIG. 7, a hole 50 f for fixing the pin bolt 66 to the wing cam 50 is formed at the tip of the first portion 50 a of the wing cam 50.

As shown in FIGS. 7 and 12, the pin bolt 66 has a head portion 66a, a link portion 66b, and a screw portion 66c. The link portion 66b is a guide elongated hole 70 of the first upper pedal member 44, and a lower pedal member 48. The connecting long hole 68 and the guide long hole 72 of the second upper pedal member 46 are inserted, and the threaded portion 66 c passes through the hole 50 f of the wing cam 50.
Specifically, as shown in FIG. 12, the link portion 66 b has an outer diameter larger than the inner diameter of the hole 50 f of the wing cam 50, and the edge portion 66 d abuts against the wing cam 50. The wing cam 50 is sandwiched between the edge portion 66d of the link portion 66b and the nut 74 (pin means fixing portion) and tightened with the nut 74, and the pin bolt 66 (pin means main body portion) is fixed to the wing cam 50. The The nut 74 may be fixed to the wing cam 50 or the pin bolt 66 by welding, or a fixing tool other than the nut may be used.

Here, the length W3 of the link portion 66b of the pin bolt 66 is larger than the width W6 obtained by adding the widths W4 and W5 of the upper pedal members 44 and 46 and the distance W1 between the upper pedal members 44 and 46, respectively. It has become. In this way, the upper pedal members 44 and 46 are not tightened by the wing cam 50 and the head portion 66a of the pin bolt 66, and the wing cam 50 and the pin bolt 66 and the upper pedal members 44 and 46 are relatively moved. It can be swung without resistance.
Further, as shown in FIG. 11, the brake pedal device 34 is arranged such that the first upper pedal member 44 is positioned in the vicinity of the left support bracket 38b. As will be described later, the pin bolt 66 swings around the first swing shaft (brake hub) 40 in a normal state (non-collision) and moves along the guide long holes 70 and 72 at the time of a collision. The left support bracket 38b is formed so as to extend close to the head portion 66a of the pin bolt 66 over the operating range of the pin bolt 66.

  As described above, the wing cam 50 and the lower pedal member 48 are connected by the pin bolt 66 and the connecting long hole 68 of the lower pedal member 48, and the second swing shaft 54 and the first portion 50 a of the wing cam 50 are connected. The pin bolt 66, the connecting elongated hole 68, the upper portion 48a of the lower pedal member 48, and the third swing shaft 56 constitute a link mechanism.

As shown in FIG. 13, in a normal state (non-collision), the first portion (front portion) 50a of the wing cam 50 extends obliquely downward toward the front of the vehicle, and the connecting elongated hole 68 of the lower pedal member 48 The positional relationship is such that it extends in a direction substantially perpendicular to the first portion 50a. At this time, the pin bolt 66 is located at the uppermost part (normal position 68a) of the connecting long hole 68.
As will be described in detail later, when the wing cam 50 swings around the second swing shaft (second pin) 54 in the direction indicated by A in the drawing, the pin bolt 66 moves around the second swing shaft 54 in the drawing. It moves while drawing an arc-shaped trajectory in the direction indicated by B. The moving pin bolt 66 pushes the upper portion 48a of the lower pedal member 48 rearward through the connecting elongated hole 68, and the lower pedal member 48 is centered on the third swing shaft 56 in the direction indicated by C in FIG. Rock. At this time, the pin bolt 66 moves in the long connecting hole 68 from the uppermost part 68a toward the lowermost part.

  Next, as shown in FIG. 8 (b), the connecting elongated hole 68 of the lower pedal member 48 has a full length, that is, a normal position 68a and a sliding range 68b, so that the pin bolt 66 can move without rattling. The width of the pin bolt 66 is constant, and the gap between the pin bolt 66 and the pin bolt 66 is small.

  Next, as shown in FIGS. 8A, 8C, and 13, the guide elongated holes 70 and 72 of the upper pedal members 44 and 46 are connected to the second pin (second swing shaft) 54, respectively. It extends in a circular arc shape at the center, and its radius R is the same as the distance R from the second swing shaft 54 of the wing cam 50 to the pin bolt 66. Since the moving pin bolts 66 are guided by the guide long holes 70 and 72, the pin bolts 66 can move reliably along the connecting long holes 68 of the lower pedal member 48, so that the connecting mechanism 60 operates reliably. It has become. These guide slots 70 and 72 have a constant width over the sliding ranges 70 b and 72 b so as not to greatly restrict the movement of the pin bolt 66 and are relatively loose with respect to the pin bolt 66, that is, with the pin bolt 66. The gap is formed to be slightly larger.

On the other hand, the pin bolt 66 is held at its normal positions 68a, 70a, 72a so that a normal brake operation is performed.
Specifically, as shown in FIGS. 8A and 8C, the width of the guide elongated holes 70 and 72 at the normal positions 70a and 72a is such that the pin bolt 66 does not easily move from the positions 70a and 72a. In addition, the gap between the pin bolt 66 is tight, that is, the gap between the pin bolt 66 is small and formed as holding regions 70a and 72a for holding the pin bolt.
Further, as shown in FIG. 8C, the pin bolt 66 moves from the normal position 72a to the boundary between the normal position 72a and the sliding range 72b in the guide elongated hole 72 of the second upper pedal member 46. A notch 72c is provided to prevent this. As will be described later, the notch 72c is strong enough to be broken by a force applied to the pin bolt 66 from the vehicle body-side contact member 32 at the time of a vehicle collision or the like.

Here, as shown in FIG. 11, the first upper pedal member 44 has a relatively large plate thickness in order to obtain rigidity necessary for reliably transmitting the pedaling force of the driver to the piston rod 36. On the other hand, since the second upper pedal member 46 is not connected to the piston rod 36, the plate thickness is made smaller than that of the first upper pedal member 44. The second upper pedal member 46 serves as an auxiliary member for the first upper pedal member 44 so as to guide the pin bolt 66 together with the first upper pedal member 44 and to increase the rigidity of the entire brake pedal device 34.
In addition, a connection long hole may be formed in the wing cam 50, and the pin bolt 66 may be provided in the lower pedal member 48, and the above-mentioned connection mechanism may be comprised.

  Next, the structure of the wing cam (contact member) 50 for causing the lower pedal member 48 to be forcedly displaced by the connecting mechanism 60 and the vehicle body side contact member 32 of the instrument panel member 14 will be described with reference to FIGS. 15 and 16. . FIG. 16 is a partial cross-sectional view of the vehicle body side contact member of the wing cam and the instrument panel member as seen along line DD in FIG.

  First, the structure of the wing cam 50 will be described. As shown in FIG. 15, the second portion (upper portion) 50 b of the wing cam 50 extends to the upper side of the vehicle body in front of the vehicle body side contact member 32, and moves toward the front of the vehicle body toward the front end on the side surface portion on the vehicle rear side. It has a contact portion (first contact portion) 50g formed of a curved surface that curves to the side. The abutment portion 50g is a portion that abuts (collisions) with the vehicle body side abutment member 32, and plays a role of swinging the wing cam 50 by the abutment (collision). Further, the wing cam 50 has an extension part (second contact part) 50h described later at a part from the contact part 50g to the tip part.

As shown in FIGS. 15 and 16, the second portion 50 b of the wing cam 50 is disposed so as to be positioned substantially at the center and opposed to the width of the vehicle body side contact member 32 in the vehicle width direction.
Here, the brake pedal device 34 is in the position shown in FIG. 15A when the brake is not operated, and is in the position shown in FIG. 15B when the brake is operated. The abutting portion 50g extends to a predetermined range facing the vehicle body side abutting member 32 at any position when the brake is not operated or operated, and when the brake pedal device 34 moves backward, the wing cam Any one of the 50 contact portions 50 g collides with the vehicle body side contact member 32.

  In addition, as will be described later, the brake pedal device 34 is moved back slightly obliquely upward in a substantially horizontal manner due to a vehicle collision. At the time of the reverse, the reverse direction may be deviated depending on the collision mode of the vehicle. However, in this embodiment, the abutting portion is in a range where it can be considered to collide with the vehicle body side abutting member 32 even if such a deviation occurs. 50g is formed so that the wing cam 50 and the vehicle body side contact member 32 collide with each other reliably.

  As shown in FIG. 15, the contact portion 50g has a distance R2 from the first swing shaft 40 to a portion (for example, point J) that collides with the vehicle body side contact member 32 when the brake is operated. The distance R from the first swing shaft 40 is gradually increased toward the tip of the second portion 50b so as to be larger than the distance R1 from the first swing shaft 40 to the colliding portion (for example, point H). It is formed with such a curved surface. Thus, when the brake pedal device 34 swings about the first swing shaft 40 by a brake operation, the relative distance between the contact portion 50g and the vehicle body side contact member 32 is the distance D1 when the brake is not operated. The distance D2 at the time of brake operation becomes shorter.

  Next, the vehicle body side contact member 32 will be described. The vehicle body side contact member 32 plays a role of swinging the wing cam 50 when the wing cam 50 collides with the vehicle body side contact member 32. As shown in FIG. 15, the vehicle body side contact member 32 is attached to the instrument panel member 14 below the instrument panel member 14 on the front side of the vehicle so that the contacted surface 32 a faces the wing cam 50.

  As shown in FIG. 16, the abutted surface 32a of the vehicle body side abutting member 32 is a curved surface curved in the vehicle width direction so as to be convex toward the wing cam 50 side. With this curved surface, for example, even if the wing cam 50 collides with the abutted surface 32a while being displaced in the vehicle width direction, the displacement is not restrained. Further, the width in the vehicle width direction of the vehicle body side contact member 32 is sufficiently larger than the plate thickness of the wing cam 50, and even if the wing cam 50 moves backward while being displaced in the vehicle width direction, the wing cam 50 and the vehicle body side contact member 32 are. Are surely abutted (collised). Further, the strength of the vehicle body side abutting member 32 is increased so that the wing cam 50 is not bitten by being deformed by the abutting (collision) of the wing cam 50. The abutted surface 32a may be planar. Further, the side surface of the abutting portion 50g of the wing cam 50 on the vehicle body side abutting member 32 side may be similarly configured as a curved surface.

Next, referring to FIG. 15, the normal operation (non-collision) of the above-described brake pedal support structure of the present embodiment will be described. FIG. 15 is a side view showing the position of the brake pedal device when the brake is not operated (a) and when the brake is operated (b) during normal operation (when there is no collision).
First, as shown in FIG. 15A, when the brake is not operated, the pin bolt 66 is located at the normal position 68a, and the longitudinal direction of the first portion 50a of the wing cam 50, that is, the second swing shaft 54, the pin bolt 66, And the longitudinal direction of the connecting long hole 68 of the lower pedal member 48 are substantially orthogonal to each other.

  When the driver steps on the pedal 48c in this state, the lower pedal member 48 tries to swing around the third swing shaft 56, so that the pin bolt 66 receives the force F1 from the connecting long hole 68. However, since the connecting long hole 68 extends in the radial direction around the third swing shaft 56, the direction of the force F <b> 1 is substantially orthogonal to the longitudinal direction of the connecting long hole 68. Further, the direction of the force F1 substantially coincides with the longitudinal direction of the first portion 50a of the wing cam 50 and extends in the normal positions 70a and 72a of the guide long holes 70 and 72 of the upper pedal members 44 and 46, that is, It is also orthogonal to the moving direction at the position where the pin bolt 66 begins to move.

Therefore, the force F1 is received by the second pin (second swinging shaft) 54 via the first portion 50a of the wing cam 50 and also received by the guide elongated holes 70 and 72 of the upper pedal members 44 and 46. Therefore, the pin bolt 66 receives almost no force that moves in the circumferential direction around the second swing shaft 54. At this time, a frictional force is generated between the side surface of the connecting long hole 68 and the pin bolt 66.
As a result, normally, the connecting elongated hole 68 and the pin bolt 66 are locked to each other at the normal position 68a so that the lower pedal member 48 and the wing cam 50 are not relatively displaced. Further, as described above, the normal positions 70a and 72a of the guide long holes 70 and 72 are tight, and the guide long hole 72 is also formed with a notch 72c, so that the pin bolt 66 is in the normal position 70a. 72a.

Accordingly, as shown in FIG. 15 (b), when the driver steps on the pedal, the upper pedal members 44, 46, the lower pedal member 48, and the wing cam 50 are not relatively displaced. However, the brake pedal device 34 integrally swings about the first swing shaft 40 without swinging about the second swing shaft 54 and the third swing shaft 56.
When the driver loosens the pedal 48c or removes his / her foot from the pedal, the lower pedal member 48 is retained by the spring (not shown) while maintaining the positional relationship of the above-described members. The position returns to the position shown in FIG.

  Next, the operation of the brake pedal support structure 30 at the time of collision will be described with reference to FIGS. 2, 15, and 17. FIG. 17 is a side view showing an example of the operation state of the brake pedal support structure by the backward movement of the brake pedal device when the brake is not operated (a) and when the brake is operated (b). In FIG. 17, the normal state is indicated by a two-dot chain line, the state after retreat (after the swing of the wing cam 50) is indicated by a solid line, and the retreat when the wing cam 50 and the coupling mechanism 60 are not provided. The state of the lower pedal member 48 is indicated by a one-dot chain line.

  Here, first, the reverse operation of the brake pedal device 34 will be described. As shown in FIG. 2, the master cylinder 18 is attached relatively above the dash lower panel 6, and when the vehicle collides with an obstacle in front and the engine 22 moves backward, the master cylinder 18 is slightly tilted from below. It collides with the master cylinder 18 so as to push it up. Thereafter, the engine 22 falls down. As shown in FIG. 17, the dash lower panel 6 pushed by the master cylinder 18 is deformed so that its upper portion mainly protrudes toward the passenger compartment side. With this deformation, the brake pedal device 34 is substantially horizontal. Slightly recedes upward (in the direction indicated by G in FIG. 17). Also, depending on the type of collision, such as a frontal collision or an offset collision, the reverse direction may shift.

Next, as shown in FIGS. 17 (a) and 17 (b), when the brake pedal device 34 retreats in the direction indicated by G in the figure due to the collision of the vehicle, the contact portion 50g of the wing cam 50 is braked. It collides with the vehicle body side abutting member 32 at point H when not operated, and collides with the vehicle body side abutting member 32 at point J when brake is operated.
When the wing cam 50 collides with the vehicle body side contact member 32, the second portion 50b of the wing cam 50 is substantially orthogonal to the direction connecting the second swing shaft 54 and the collision point (for example, the H point and the J point). Force from the vehicle body side contact member 32 and swing about the second swing shaft 54. Due to the swinging of the wing cam 50, the pin bolt 66 overcomes the friction between the connecting long hole 68 and the guide long holes 70 and 72 and destroys the notch 72c of the second upper pedal member 46. Here, at the normal positions 68a, 70a, 72a, the moving direction of the pin bolt 66 substantially coincides with the longitudinal direction of the connecting long hole 68 of the lower pedal member 48, and is guided by the guide long holes 70, 72. The pin bolt 66 is easy to move from its normal positions 68a, 70a, 72a.

  Thereafter, the wing cam 50 further swings around the second swing shaft 54 so as to fall forward of the vehicle body. As the wing cam 50 swings, the pin bolt 66 moves while drawing an arc around the second swing shaft 54, so that the pin bolt 66 moves in a direction perpendicular to the longitudinal direction of the connecting elongated hole 68. It gradually shifts toward. Accordingly, the pin bolt 66 applies a force in a direction orthogonal to the longitudinal direction of the connection long hole 68 to the upper portion 48 a of the lower pedal member 48 while moving in the connection long hole 68. With this force, the upper portion 48a of the lower pedal member 48 swings about the third swing shaft 56 toward the rear. As a result, the lower portion 48b of the lower pedal member 48 is forcibly displaced toward the front of the vehicle.

  Next, as indicated by a solid line in FIG. 17, the wing cam 50 swings until the pin bolt 66 comes into contact with the end of the coupling long hole 68 and the ends of the guide long holes 70 and 72. At this time, the wing cam 50 swings while sliding with respect to the vehicle body side contact member 32, and the contact position changes from the H point to the I point when the brake is not operated and from the J point to the K point when the brake is operated. . In the swing end position, the wing cam 50 is in a horizontal position such that the contact portion 50g extends obliquely upward toward the front of the vehicle and the extension portion 50h extends substantially horizontally or obliquely upward toward the vehicle front.

Next, as shown by a one-dot chain line in FIG. 17, when the wing cam 50 and the coupling mechanism 60 are not provided, the lower pedal member 48 is largely retracted toward the passenger compartment side. It can be understood that such a retreat can be prevented by the support structure 30.
Here, even if the lower pedal member 48 is forcibly displaced, the piston rod 36 remains connected to the first upper pedal member 44. Accordingly, when the brake is operated, the pedaling force is transmitted to the piston rod 36 via the lower pedal member 48 and the upper pedal members 44 and 46 that have been subjected to the forced displacement, and the braking force is ensured. The driver can also support his / her body that is about to be thrown forward by a vehicle collision by stepping on the pedal 48c.

  Here, when the vehicle collides during the brake operation, the impact applied to the driver's legs and the like is very large. In the present embodiment, as shown in FIG. 15, the swing cam 50 is disposed such that the distance D2 between the contact portion 50g and the vehicle body side contact member 32 when the brake is operated is shorter than the distance D1 when the brake is not operated. Therefore, when the brake is operated, the contact portion 50g of the wing cam 50 can collide with the vehicle body-side contact member 32 earlier than when the brake is not operated. Therefore, during the brake operation, the lower pedal member 48 can be forcibly displaced earlier, and the impact force applied to the driver can be more effectively mitigated.

Further, in the brake pedal support structure 30 according to the present embodiment, the wing cam 50 and the instrument panel member 14 are not connected, and the distance R from the first swing shaft 40 of the contact portion 50g of the wing cam 50 (see FIG. 15). Is adjusted so that the contact portion 50g of the wing cam 50 and the vehicle body side contact member 32 are separated from each other by a predetermined distance D1, D2, so that the brake is not operated and is operated. Desired characteristics can be obtained. The brake pedal device 34 includes a lower pedal member 48 and a wing cam (contact member) 50 connected by a connecting mechanism 60 and unitized with the upper pedal members 44 and 46. Can be configured compactly. Further, since the unitized brake pedal device 34 is not connected to the instrument panel member 14, the assembly of the brake pedal device 34 to the vehicle body is improved and the relative position between the brake pedal device 34 and the instrument panel member 14 is defined. Therefore, there is no need to greatly increase the component accuracy.
Further, since the lower pedal member 48 is forcibly displaced by the connecting mechanism 60, the brake pedal device 34 can be made relatively compact and light.

Next, with reference to FIGS. 17 and 18, the swing characteristics of the wing cam 50, the swing characteristics of the connecting elongated hole 68 by the connecting mechanism 60, and the forced displacement characteristics of the lower pedal member 48 obtained from these characteristics will be described. . FIG. 18 shows a swing speed characteristic of the wing cam (FIG. 18A), a swing characteristic of the long hole by the coupling mechanism (FIG. 18B), and a forced displacement speed characteristic of the lower pedal member (FIG. 18C). FIG.
In the present embodiment, by appropriately setting the swing characteristic of the wing cam 50 (FIG. 18A) and the swing characteristic of the connection long hole 68 by the connection mechanism 60 (FIG. 18B), FIG. The forced displacement characteristic (forced swing characteristic) of the lower pedal member 48 as shown in c) is obtained. That is, as shown in FIG. 18 (c), the forcible displacement speed is large in the initial stage of the collision when it collides with the vehicle body side contact member 32 and starts to swing, and in the late stage of the collision when the retreat amount due to the collision increases. The displacement speed is larger in the late stage of the collision than in the early stage of the collision.

  First, the swing characteristics of the wing cam 50 will be described. As indicated by a two-dot chain line in FIGS. 17A and 17B, the second portion 50b of the wing cam 50 normally extends upward with respect to the second swing shaft 54. The direction in which the brake pedal device 34 moves backward (substantially horizontal) and the swing direction of the wing cam 50 (circumferential direction around the second swing shaft 54) substantially coincide. Therefore, at the initial stage of the collision, the swing amount of the wing cam 50 substantially matches the reverse amount of the brake pedal device 34, and the reverse amount of the brake pedal device 34 is converted into the swing amount of the wing cam 50 with high efficiency.

On the other hand, the second portion 50b of the wing cam 50 swings to the horizontal position while falling forward of the vehicle body around the second swing shaft 54, so that the swing direction of the wing cam 50 is the brake as the swing progresses. The pedal device 34 gradually shifts with respect to the backward direction. Therefore, as the swinging proceeds, the efficiency of converting the reverse amount of the brake pedal device 34 into the swinging amount of the wing cam 50 gradually decreases.
Here, if the reverse speed of the brake pedal device 34 is constant, the swing speed of the wing cam 50 is large at the initial stage of the collision, and the swing speed decreases as the swing progresses. Accordingly, when the characteristics of the wing cam 50 are expressed by this swing speed, it is as shown in FIG.
Further, since the swinging speed of the wing cam 50 is increased at the initial stage of the collision, the relative speed of the pin bolt 66 with respect to the connecting long hole 68 is also increased. Accordingly, the pin bolt 66 held in the normal positions 68a, 70a, 72a can move from the normal positions 68a, 70a, 72a by overcoming the friction with the connecting long hole 68 and destroying the notch 72c.

Next, as shown in FIG. 17 (b), the second swing shaft 54 is positioned slightly below the first swing shaft (brake hub) 40 during the brake operation, and the second wing cam 50 The portion 50b is slightly inclined to the rear of the vehicle as compared with the non-operating state, and is slightly inclined to the rear from the substantially upward direction. Therefore, the second portion 50b of the wing cam 50 first swings so as to stand substantially upward from the position due to the collision with the vehicle body side contact member 32, and then falls toward the front of the vehicle.
Therefore, as shown in FIG. 18 (a), at the time of braking, the swing speed of the wing cam 50 increases until the second portion 50b of the wing cam 50 extends to a position that extends almost directly upward, and then the wing cam. This is reduced by the 50 second portion 50b falling forward of the vehicle.

  Further, since the second portion 50b of the wing cam 50 swings from a position inclined toward the rear of the vehicle, the range in which the reverse amount of the brake pedal device 34 is converted into the swing amount of the wing cam 50, that is, the wing is higher. The range in which the second portion 50b of the cam 50 swings at a position closer to the upward direction is greater than when the brake is not operated. As a result, at the time of brake operation, the swing speed of the wing cam 50 is increased over almost the entire region compared to when the brake is not operated.

  Next, the swinging characteristics of the connection long hole 68 by the connection mechanism 60 will be described. Here, since the impact force applied to the driver increases in the latter half of the collision, there is a demand for the lower pedal member 48 to be greatly displaced in a short time in order to protect the driver more reliably. However, since it is difficult to displace the lower pedal member 48 largely in a short time in the latter half of the collision only by the characteristics of the wing cam 50 described above, in this embodiment, the forced displacement of the lower pedal member 48 in the latter half of the collision is performed by the coupling mechanism 60 in this embodiment. I try to increase the amount.

First, as shown by a two-dot chain line in FIGS. 17A and 17B, the first portion 50a of the wing cam 50 extends obliquely downward toward the front of the vehicle in a normal state. As the vehicle advances, the amount of movement of the pin bolt 66 in the vehicle front-rear direction gradually increases.
On the other hand, the connecting long hole 68 of the lower pedal member 48 extends in a direction orthogonal to the first portion 50a, so that the connecting long hole 68 is oriented upward as the pin bolt 66 moves. The connecting long hole 68 (the upper portion 48a of the lower pedal member 48) swings. Further, the moving direction of the pin bolt 66 gradually becomes perpendicular to the longitudinal direction of the connecting long hole 68.

Therefore, as the wing cam 50 swings, the efficiency with which the swing amount of the wing cam 50 is converted into the swing amount of the connecting long hole 68 gradually increases.
Here, when the swing speed of the wing cam 50 is constant, the swing speed of the lower pedal member 48 is initially small and gradually increases as the wing cam 50 swings. The swing characteristic of the connection long hole 68 by such a connection mechanism 60 is represented by the swing speed of the connection long hole 68 (upper portion 48a) as shown in FIG.
As shown in FIG. 18B, according to the swinging characteristics of the connecting long hole 68 by the connecting mechanism 60, when the swing speed of the wing cam 50 is constant, the connecting long hole 68 is swung as the wing cam 50 swings. The rocking speed of is increased. As a result, the forcible displacement speed of the lower pedal member 48 in the late stage of the collision can be increased by the connecting mechanism 60.

Therefore, by adding the swing characteristic of the wing cam 50 (FIG. 18A) and the swing characteristic of the connection long hole 68 by the connection mechanism 60 (FIG. 18B), the result shown in FIG. The forced displacement characteristic of the lower pedal member 48 can be obtained.
In the present embodiment, as shown in FIG. 18C, the wing cam 50 has an angle of extension of the second portion 50b such that the forced displacement speed of the lower pedal member 48 in the late stage of the collision is greater than that in the early stage of the collision. For the lower pedal member 48, such as the length from the second swing shaft 54 to the pin bolt 66, the extending angle of the upper portion 48a, the radial position of the connecting long hole 68 in the upper portion 48a, and the like are adjusted. .
Therefore, as shown in FIG. 18 (c), the wing cam 50 and the connecting mechanism 60 can increase the forced displacement speed of the lower pedal member 48 in the initial stage and the late stage of the collision, and the displacement speed can be increased. It can be larger in the late stage than in the early stage.

As described above, according to this embodiment, the lower pedal member 48 is greatly displaced in a short time at the initial stage of the collision when the contact portion 50g of the wing cam 50 contacts (collises) the vehicle body side contact member 32. Further, it is possible to effectively prevent the lower pedal member 48 from moving backward toward the passenger compartment. In particular, when the driver is operating the brake pedal, the initial sudden rising force that the driver receives is reduced.
In addition, since the lower pedal member 48 is greatly displaced in a short time even in the latter half of the collision, it is possible to effectively prevent the lower pedal member 48 from moving backward toward the passenger compartment. Furthermore, since the forced displacement speed of the lower pedal member 48 in the latter half of the collision is greater than that in the early stage of the collision, it is possible to more effectively prevent the backward movement. In particular, when the driver operates the brake pedal 48c, a large impact force in the latter half of the collision that the driver receives is reduced.

Further, when the brake is operated, the forced displacement speed of the lower pedal member 48 is substantially larger than that when the brake is not operated over the entire region, so that it is possible to further reduce the impact force on the driver during the brake operation.
Further, the second portion 50b of the wing cam 50 is formed so as to extend upward with respect to the second swing shaft 54, and the swing speed of the connecting long hole 68 is set by the connecting mechanism 60. 50 abutment portion 50g can be reliably collided with the vehicle body side abutment member 32, and the lower pedal member 48 can be greatly displaced in the latter half of the collision.

  As described above, in the present embodiment, due to the swing characteristic of the wing cam 50, the efficiency of converting the backward movement amount of the brake pedal device 34 into the forced displacement amount of the lower pedal member 48 is reduced in the latter half of the collision. Owing to the swinging characteristics of the connecting long hole 68 by the connecting mechanism 60, the efficiency with which the reverse amount of the brake pedal device 34 is converted into the forced displacement amount of the lower pedal member 48 in the late stage of the collision can be increased. Therefore, the efficiency of the forced displacement amount of the lower pedal member 48 with respect to the retraction amount of the brake pedal device 34 can be increased in the early stage of the collision due to the characteristics of the wing cam 50. The efficiency of the forced displacement amount of the lower pedal member 48 with respect to the backward movement amount of the device 34 can be increased.

Next, the operation of the brake pedal support structure 30 after the end of the forced displacement of the lower pedal member 48 will be described with reference to FIG.
As shown in FIGS. 17A and 17B, when the forced displacement of the lower pedal member 48 ends, the wing cam 50 has an abutment portion 50g (see FIG. 15) extending obliquely upward toward the front of the vehicle and extending. The portion 50h (see FIG. 15) stops in a state where it extends substantially horizontally or obliquely upward toward the front of the vehicle. Further, the contact part 50g and the extension part 50h of the wing cam 50 are positioned relatively below the instrument panel member 14 and contact the lower part of the vehicle body side contact member 32.

  When the brake pedal device 34 is further retracted from the state after the end of the forced displacement, the wing cam 50 changes the contact position with respect to the vehicle body side contact member 32 to a contact portion (first contact portion) 50g (point I). Or it moves, making it transfer to the extension part (2nd contact part) 50h from K point. At this time, the wing cam 50 receives a pressing force from the vehicle body side contact member 32 obliquely downward in the front of the vehicle, and this pressing force is transmitted from the wing cam 50 via the upper pedal members 44 and 46 and the brake hub 40 to the left support bracket. 38b and the right support bracket 38c. In the present embodiment, the support brackets 38b and 38c are deformed by the pressing force, and the brake pedal device 34 is displaced downward toward the front.

In the present embodiment, after the swing of the wing cam 50 is finished, the contact portion (first contact portion) 50g extends obliquely upward toward the front of the vehicle, and the extension portion (second contact portion) 50h is substantially horizontal or forward of the vehicle. Therefore, the force from the vehicle body side contact member 32 can be effectively transmitted to the support brackets 38b and 38c, and the support brackets 38b and 38c can be reliably deformed.
In particular, the extension part (second contact part) 50h of the wing cam 50 is adapted to contact the vehicle body side contact member 32 in a state of extending substantially horizontally or obliquely upward toward the front of the vehicle. The pedal device 34 can be pressed further downward.
Therefore, when the brake pedal device 34 is retracted, the support brackets 38 b and 38 c are deformed by the force from the vehicle body side contact member 32, and the brake pedal device 34 is displaced so as to sink under the instrument panel member 14.

  Thus, in the present embodiment, in addition to the forced displacement of the lower pedal member 48 by the coupling mechanism 60, the brake pedal device 34 is further forcedly displaced downward and forward by deformation of the support brackets 38b and 38c. Therefore, the backward movement of the lower pedal member 48 to the passenger compartment can be more effectively prevented. Further, since the lower pedal member 48 is prevented from retreating toward the passenger compartment side by utilizing the deformation of the support brackets 38b and 38c as described above, the movable range of the coupling mechanism 60 can be reduced. As a result, the brake pedal device 34 can be made relatively compact and light.

Next, an operation for ensuring normal brake operation by the brake pedal support structure 30 of the present embodiment will be described.
First, as shown in FIGS. 11 and 13, the left support bracket 38 b is formed so as to extend close to the head portion 66 a of the pin bolt 66 over the operating range of the pin bolt 66. Even if the nut 74 is loosened, the pin bolt 66 is prevented from coming out of the connecting long hole 68 and the hole 50f of the wing cam 50.

Next, as shown in FIG. 15, during normal braking operation, the pin bolt 66 receives a force F1 in a direction substantially perpendicular to the longitudinal direction from the connecting elongated hole 68, so that even if the nut 74 is loosened, The pin bolt 66 is pressed against the first portion 50a of the wing cam 50 and the guide long holes 70 and 72, and the pin bolt 66 is difficult to come off due to frictional force.
In particular, as shown in FIG. 8, the normal positions 70a and 72a of the guide long holes 70 and 72 are tightly formed with respect to the pin bolt 66, and the guide long hole 72 of the second upper pedal member 46 has a notch 72c. Therefore, even if the nut 74 is loosened, the pin bolt 66 is difficult to move from the normal positions 70a and 72a and is held at the normal positions 70a and 72a. Here, since the thickness of the second upper pedal member 46 is reduced, the moldability is high and the notch 72c is easily formed.

  Next, in a normal time (non-collision time), the connection long hole 68 of the lower pedal member 48 and the guide long holes 70 and 72 of the upper pedal members 44 and 46 gradually increase as they move away from the normal positions 70a and 72a. Are arranged so that their relative positions are shifted from each other (see FIG. 13). Therefore, even if the nut 74 is loosened, the pin bolt 66 is less likely to move along either the connection long hole 68 or the guide long holes 70 and 72.

Next, an operation for surely forcibly displacing the lower pedal member 48 by the brake pedal support structure 30 of the present embodiment will be described.
First, as shown in FIG. 16, the abutted surface 32 a of the vehicle body side abutting member 32 is formed by a curved surface curved in the vehicle width direction, and the movement of the wing cam 50 is not easily restrained by the vehicle body side abutting member 32. Therefore, no twisting force is applied to the wing cam 50, so that torsional deformation or the like caused by the twisting force can be prevented, and the pin bolt 66 and the connecting long hole 68 of the lower pedal member 48 can be prevented by the twisting force. It is possible to prevent the coupling mechanism 60 from becoming difficult to operate due to the generation of a large frictional force. As a result, the coupling mechanism 60 operates more reliably. Conversely, if the connecting mechanism 60 operates reliably, a reaction force against the force received by the wing cam 50 from the vehicle body side abutting member 32 does not occur in the connecting mechanism 60, so that deformation of the wing cam 50 is prevented.

Next, since the wing cam 50 is provided on the outer side of the second upper pedal member 46, one side surface thereof is opened, and a large frictional force is not generated between the two members.
Further, since the second upper pedal member 46 and the wing cam 50 are not pressed against each other by the head portion 66a and the nut 74 of the pin bolt 66, the inclination of the wing cam 50 in the vehicle width direction is allowed. . Therefore, even if the wing cam 50 collides with the vehicle body side abutting member 32 and tilts in the vehicle width direction, it is possible to prevent a large frictional force from occurring with the second upper pedal member 46. On the other hand, since the second upper pedal member 46 serves as a guide for the wing cam 50, the wing cam 50 can be prevented from being largely inclined in the vehicle width direction.

  Thus, according to this embodiment, since the wing cam 50 is easy to swing, the force received from the vehicle body side contact member 32 is reliably transmitted to the pin bolt 66. As a result, even if the frictional force between the pin bolt 66 and the connection long hole 68 is somewhat increased, the pin bolt 66 can be reliably moved with respect to the connection long hole 68.

  Next, since the sliding ranges 70b and 72b of the guide long holes 70 and 72 are formed relatively loosely with respect to the pin bolt 66, for example, in the vehicle width direction by the force received by the wing cam 50 from the vehicle body side contact member 32 Even if it tries to incline, it can guide, without restraining the movement of the pin bolt 66 largely. On the other hand, since the connection long hole 68 of the lower pedal member 48 is tightly formed with respect to the pin bolt 66, the connection mechanism 60 can be operated reliably without rattling.

  Further, since the guide long holes 70 and 72 are tightly formed with respect to the pin bolt 66 at the normal positions 70a and 72a, the guide long holes 70 and 72 are formed in the vehicle width direction by the impact force when the wing cam 50 collides with the vehicle body side contact member 32. Even if the pin bolt 66 tries to tilt, the pin bolt 66 is supported in the guide long holes 70 and 72 at the normal positions 70a and 72a. Accordingly, the pin bolt 66 can be prevented from tilting with respect to the connecting long hole 68 of the lower pedal member 48, so that the frictional force between the pin bolt 66 and the connecting long hole 68 is not increased, and the pin bolt 66 is not connected to the connecting long hole 68. It can easily move from the normal position 68a.

  Next, since the guide long holes 70 and 72 are respectively formed in the upper pedal members 44 and 46 separated in the vehicle width direction, the wing cam 50 is moved in the vehicle width direction by the force received from the vehicle body side contact member 32, for example. When trying to tilt, the pin bolt 66 is supported at two locations separated in the vehicle width direction. Therefore, the pin bolt 66 can be guided more reliably.

Here, the first to third swinging shafts 40, 54, 56 receive a force from the vehicle body side contact member 32 via the wing cam 50 to generate a reaction force, and these reaction force and the wing cam 50 The force can be a force that deforms each upper pedal member 44, 46.
In the present embodiment, since the upper pedal members 44 and 46 are provided on both sides of the lower pedal member 48, the rigidity of the entire brake pedal device 34 against the force received from the vehicle body side contact member 32 can be increased. Therefore, even if force is transmitted from the vehicle body side contact member 32 to the brake pedal device 34 via the wing cam 50, the brake pedal device 34 is less likely to be deformed, so that each member of the brake pedal device 34 relatively moves. It is prevented from becoming difficult. In particular, in the present embodiment, the pin bolt 66 and the connecting long hole 68 are formed tightly so as to operate without rattling. However, the connecting mechanism 60 does not generate a large frictional force so that the connecting mechanism 60 can be connected. The mechanism 60 can be reliably operated.

  Further, the brake hub 40 and the pins 56 serving as the first to third swing shafts are arranged so as to be aligned on the same plane with respect to the upper pedal members 44 and 46 and are not offset in the vehicle width direction ( 5, 6, and 11), a moment force that bends the upper pedal members 44 and 46 is less likely to occur. Accordingly, the upper pedal members 44 and 46 are bent and deformed, and due to the deformation, the upper pedal members 44 and 46 and the lower pedal member 48 and the wing cam 50 come into contact with each other to increase the frictional force and hardly swing each other. Can be prevented. Similarly, since the relative positions of the connecting long hole 68, the guide long holes 70 and 72, and the pin bolt 66 are not easily displaced, the connecting mechanism 60 can be operated more reliably.

Next, with reference to FIGS. 8 and 9, the operation of the protrusions 61, 62, 63 for preventing backlash in the brake pedal support structure of the present embodiment will be described.
As shown in FIGS. 8 and 9, the second upper pedal member 46 has protrusions 61, 62, and 63 that allow the lower pedal member 48 to be elastically held by the second upper pedal member 46 in the vehicle width direction. Thus, the lower pedal member 48 is not rattled at normal times and is not rattled at the time of a collision and can be surely displaced.

  Here, due to variations in dimensional accuracy or assembly errors of the upper pedal members 44 and 46, the lower pedal member 48, the pins 52, 54 and 56, etc., there is a difference between the second upper pedal member 46 and the lower pedal member 48. It is conceivable that the gaps vary. Here, for example, when a spacer made of a metal or a resin having a small elastic deformation amount is provided between the second upper pedal member 46 and the lower pedal member 48, the second upper pedal member 46 and the lower pedal member 48. If the gap between the lower pedal member and the spacer is small, a large reaction force is generated in the spacer to apply a large frictional force to the lower pedal member 48, and the lower pedal member 48 is difficult to swing. Further, when the gap is large, the rattling of the lower pedal member 48 becomes large.

  Therefore, in the present embodiment, the lower pedal member 48 is elastically held by the second upper pedal member 46 in the vehicle width direction by the protrusions 61, 62, 63. 46, the lower pedal member 48, etc., even if the gap in the vehicle width direction between the second upper pedal member 46 and the lower pedal member 48 increases due to variations in dimensional accuracy, assembly errors, etc. It is possible to prevent the holding force in the direction from being lost and play back, or even if the gap in the vehicle width direction between the second upper pedal member 46 and the lower pedal member 48 becomes small, the frictional force is reduced in the event of a collision. It is possible to prevent the lower pedal member 48 from becoming difficult to swing due to the increase.

  Each of the protrusions 61, 62, and 63 has a base pedal portion 61a, 62a, and 63a formed on the second upper pedal member 46, and a tip portion 61b, 62b, and 63b provided in the vehicle width direction. Since the protrusions 61b, 62b and 63b project toward the member 48 and are in contact with the lower pedal member 48, the protrusions 61, 62 and 63 are formed like cantilever beams to ensure that It is designed to be elastically deformed. Therefore, the lower pedal member 48 is securely held elastically. Furthermore, since these protrusions 61, 62, 63 are formed integrally with the second upper pedal member 46, the number of parts can be reduced.

  Further, since the protrusion 61 is formed in the normal position 72a of the guide long hole 72, that is, in the vicinity of the holding area 72a that holds the pin bolt 66 tightly at the normal time, the lower pedal member 48 is securely in the vicinity of the holding area 72a. The lower pedal member 48 is prevented from being largely inclined with respect to the pin bolt 66. Therefore, it is possible to prevent the frictional force from increasing between the holding region 72 a of the guide long hole 72 and the pin bolt 66. Further, since the pin bolt 66 is prevented from being inclined, it is also possible to prevent the frictional force from increasing between the pin bolt 66 and the connecting long hole 68 of the lower pedal member 48. As a result, at the time of collision, the pin bolt 66 can surely move from the normal position 72a of the guide long hole 72 (the holding region 72a holding the pin bolt 66 tight) toward the sliding range 72b. The mechanism 60 operates more reliably.

  Further, since the projecting portions 61, 62, and 63 are formed in the vicinity of both ends of the guide long hole 72, the lower pedal member 48 is reliably held over the range in which the pin bolt 66 moves, and the lower pedal member 48. Is prevented from being greatly inclined with respect to the pin bolt 66. Therefore, it is possible to prevent the frictional force from increasing between the guide long hole 72 and the pin bolt 66 and further between the pin bolt 66 and the connecting long hole 68 of the lower pedal member. As a result, at the time of a collision, the pin bolt 66 moves reliably along the guide long hole 72, and the connecting mechanism 60 operates more reliably.

  Moreover, since the front-end | tip part 61b of the projection part 61 is formed so that a line contact may be carried out to the lower pedal member 48, the lower pedal member 48 becomes difficult to incline in the direction which carries out the line contact. Since the portion of the tip 61b that makes line contact extends in a direction perpendicular to the direction in which the guide slot 72 extends, the lower pedal member 48 is perpendicular to the direction in which the guide slot 72 extends, For example, it becomes difficult to incline in the vehicle width direction. Here, the connecting long hole 68 of the lower pedal member 48 is tightly formed with respect to the pin bolt 66, but the lower pedal member 48 is less likely to tilt in the direction perpendicular to the extending direction of the guiding long hole 72. Therefore, the pin bolt 66 is also difficult to be tilted in a direction perpendicular to the direction in which the elongated guide hole 72 extends. Therefore, it is possible to effectively prevent an increase in frictional force between the pin bolt 66 and the side surface of the guide long hole 72 with which the pin bolt 66 contacts. As a result, at the time of a collision, the pin bolt 66 can be surely moved from the normal position of the guide long hole 72 (the holding region for holding the pin bolt 66 tightly) toward the sliding range 72b. Works more reliably.

Further, since a plurality of protrusions 62 and 63 are formed in the vicinity of the swing shaft 56 of the lower pedal member 48 so as to surround the swing shaft 56, the lower pedal member over the swing range of the lower pedal member 48. 48 can be held more reliably.
Furthermore, the portions of the protrusions 62 and 63 that are in line contact with the tip portions 62 b and 63 b extend in the circumferential direction of the third swing shaft 56, so that the lower pedal member 48 is wider than the third swing shaft 56. It is difficult to tilt in the direction. In particular, since the protrusions 62 and 63 extend in the radial direction from the third swing shaft 56 at a predetermined relative angle, for example, a relative angle of about 90 degrees, the lower pedal member 48 is inclined in the vehicle width direction. It can be effectively prevented. Accordingly, the lower pedal member 48 can swing without significant resistance with respect to the third swing shaft 56.

Furthermore, since the projections 61, 62, 63 are formed on the second upper pedal member 46, which is formed with a small plate thickness among the upper pedal members 44, 46, the projections 61, 62, 63 are formed. It is easy to obtain a desired elastic force.
In addition, the effect | action of the projection parts 61, 62, 63 mentioned above is obtained similarly about the projection part 65 (refer FIG. 10) by a modification, and all or one part of the projection parts 61, 62, 63, 65 is obtained. The same applies to the case where the lower pedal member 48 or the first upper pedal member 44 is provided.

Next, the operation of the stopper member 42 in the brake pedal support structure of the present embodiment will be described with reference to FIG.
FIG. 19 is a side view of the brake pedal device for explaining the operation of the stopper member as viewed from the left side. In FIG. 19, when the brake pedal device 34 moves backward and the wing cam 50 collides with the vehicle body side contact member 32, the coupling mechanism 60 does not operate, and the brake pedal device 34 swings backward integrally, The state where the member 48 is in contact with the stopper member 42 is shown.

As described above, the connection mechanism 60 operates more reliably, but the pin bolt 66 does not overcome the frictional force between the connection long hole 68 and the guide long holes 70 and 72, or the notch 72c. It is conceivable that the coupling mechanism 60 does not operate, for example, is not destroyed.
Here, if the driver is stepping on the brake at the time of the collision, the pedaling force works so as to prevent the upper pedal members 44 and 46 and the lower pedal member 48 from rotating backward together. , 46 and 48, the wing cam 50 swings relative to each other, and the connecting mechanism 60 is easily operated. On the other hand, depending on the driver's pedaling force, several factors such as an increased frictional force between the pin bolt 66 and the lower pedal member 48 and the pin bolt 66 being held in its normal position as described above. As a result, the operation of the coupling mechanism 60 may be hindered.

When the brake is not operated, if the piston rod 36 is not broken due to a collision or the like, a force to pull the upper pedal member forward by the piston rod 36 is applied, so that the wing cam 50 has the members 44, 46, 48. However, the piston rod 36 may be broken by a vehicle collision.
Therefore, in this embodiment, even if the connection mechanism 60 does not operate, the connection mechanism 60 is more reliably operated by the stopper member 42.

As shown in FIG. 19, when the connecting mechanism 60 does not operate even when the wing cam 50 collides with the vehicle body side contact member 32, the brake pedal device 34 is integrated, that is, the wing cam 50 and the lower pedal member 48 are While maintaining the normal relative angle and relative position, it swings backward about the first swing shaft 40.
When the brake pedal device 34 swings integrally as described above, the contact portion 48e of the lower pedal member 48 contacts the stopper member 42 at a position indicated by L in the drawing. Due to this contact, a force in the direction indicated by F3 in the drawing acts on the lower portion of the lower pedal member 48, and the force received by the wing cam 50 from the vehicle body side contact member 32 causes the coupling mechanism 60 to move. Can be activated.

  At this time, a frictional force due to the force F3 is generated between the pin bolt 66 and the connecting long hole 68. Here, since the stopper member 42 is disposed in the vicinity of the third swing shaft 56, a large moment force is not applied to the lower pedal member 48, while a force sufficient to operate the coupling mechanism 60 can be applied. . Therefore, even if a frictional force due to the force F3 is generated between the pin bolt 66 and the connecting long hole 68, the frictional force is small, and therefore the movement of the pin bolt 66 along the connecting long hole 68 is not hindered. You can do that.

In addition, since the contact portion 48e of the lower pedal member 48 is formed of a curved surface, it can slide smoothly and reliably with respect to the stopper member 42.
Furthermore, since the stopper member 42 is positioned in the vicinity of the lower pedal member 48 when the brake is not operated, the coupling mechanism 60 can be quickly operated when the brake is not operated. Also, normal brake operation is not hindered.

  As described above, in the present embodiment, the connecting mechanism 60 is more reliably operated to forcibly displace the lower pedal member 48, and the lower pedal member 48 is more reliably retracted toward the vehicle compartment. Can be prevented.

  The above-described pedal support structure according to the embodiment of the present invention is applied to a brake pedal device, but the present invention can also be applied to other pedal devices such as a clutch pedal device and an accelerator pedal device.

  As mentioned above, according to the pedal support structure by embodiment of this invention, a pedal apparatus can be unitized compactly and a pedal can be forcedly displaced to the vehicle front reliably.

It is a perspective view showing the outline of the front part of vehicles provided with the brake pedal support structure of vehicles by the embodiment of the present invention. It is a side view showing the outline of the front part of vehicles provided with the brake pedal support structure by the embodiment of the present invention. It is the perspective view which looked at the brake pedal support structure by embodiment of this invention from the left rear. It is the perspective view which looked at the brake pedal support structure by embodiment of this invention from the right side rear. It is the perspective view which looked at the brake pedal apparatus unitized of the brake pedal support structure of the vehicle by embodiment of this invention from the left front. It is the perspective view which looked at the brake pedal device by the embodiment of the present invention from the right front. It is a principal component expanded view of the brake pedal support structure by embodiment of this invention. It is the side view which looked at the 1st upper pedal member of the brake pedal support structure by the embodiment of the present invention, the lower pedal member, and the 2nd upper pedal member from the left side, respectively. It is the fragmentary sectional view of the 2nd upper pedal member seen along the AA line and BB line of Drawing 8 (c). It is the top view (a) which shows the modification of the projection part of a 2nd upper pedal member, and the fragmentary sectional view (b) seen along the CC line. It is the front view which looked at the brake-pedal support structure by embodiment of this invention from back. FIG. 12 is a partially enlarged front view of the brake pedal device of FIG. 11 for explaining the mutual dimensional relationship and connection state of each pedal member and wing cam. It is the side view which looked at the brake-pedal support structure by embodiment of this invention from the left side. It is the side view which looked at the brake-pedal support structure by embodiment of this invention from the right side. It is a side view which shows the position at the time of the brake non-operation (a) and the brake operation (b) at the normal time of the brake pedal support structure by embodiment of this invention. It is the fragmentary sectional view of the wing cam seen from the DD line of FIG. 15, and the to-be-impacted member of an instrument panel member. It is a side view which shows an example of the state of the brake pedal apparatus for demonstrating the effect | action at the time of the reverse of the brake pedal apparatus at the time of brake non-operation (a) and operation (b) by embodiment of this invention. It is a diagram which shows the rocking speed characteristic (a) of the wing cam by embodiment of this invention, the rocking characteristic (b) of the long hole by a connection mechanism, and the forced displacement speed characteristic (c) of a lower pedal member. It is the side view which looked at the brake pedal apparatus for demonstrating the effect | action of the stopper member by embodiment of this invention from the left side.

Explanation of symbols

1 vehicle 2 compartment 6 dash lower panel (dash panel)
14 Instrument panel members (car body side reinforcement members)
30 Brake pedal support structure 32 Car body side contact member 34 Brake pedal device 38 Pedal bracket 40 Brake hub (first swing shaft)
42 Stopper member 44 First upper pedal member 46 Second upper pedal member 48 Lower pedal member 48a Upper portion 48b of the lower pedal member Lower portion 48c of the lower pedal member Pedal 50 Wing cam (contact member)
50a First part of wing cam (front part)
50b Second part of wing cam (upper part)
52 1st pin 54 2nd pin (2nd rocking shaft)
56 3rd pin (3rd swing axis)
60 Connection mechanism 61, 62, 63, 65 Projection part 66 Pin bolt (main part of pin means)
66a Pin bolt head portion 66b Pin bolt link portion 66c Pin bolt screw portion 68 Connection elongated holes 68a, 70a, 72a Normal position (holding region)
68b, 70b, 72b Sliding range 70, 72 Guide long hole 74 Nut (fixing part for pin means)

Claims (7)

The dash panel is a vehicle pedal support structure in which a dash panel is disposed in front of the vehicle interior and the pedal device is swingably supported by a pedal bracket fixed to the dash panel.
A vehicle body side reinforcing member arranged to extend in the vehicle width direction on the vehicle body rear side from the pedal bracket;
An upper pedal member swingably supported by the pedal bracket;
A lower pedal member supported swingably by the upper pedal member and having a pedal at a lower end thereof;
A contact member that is supported by the upper pedal member so as to be swingable, and that has a contact portion that does not contact the vehicle body side reinforcing member at a normal time but moves to the vehicle body rear side and contacts the vehicle body side reinforcing member at the time of a collision; ,
Normally, the contact member and the lower pedal member are connected so that they are not displaced relatively. At the time of a collision, the contact portion of the contact member abuts on the vehicle body side reinforcing member and swings. A coupling mechanism for forcibly displacing the lower part of the lower pedal member with respect to the upper pedal member to the front side of the vehicle body,
The upper pedal member and the lower pedal member are provided in the vehicle width direction, and further, the lower pedal member is mounted on at least one of the upper pedal member and the lower pedal member with respect to the upper pedal member. 1. A pedal support structure for a vehicle, wherein protrusions that elastically hold in a direction are integrally formed.   The protrusion has a base end formed on one of the upper pedal member or the lower pedal member, and a distal end projecting in the vehicle width direction so as to contact the other of the upper pedal member or the lower pedal member. 2. The pedal support structure for a vehicle according to claim 1, wherein the pedal support structure is formed. The coupling mechanism includes a coupling long hole formed in the lower pedal member, and pin means provided in the contact member and inserted into the coupling long hole.
The upper pedal member includes a guide slot into which the pin means is inserted so as to guide the pin means when sliding in the connecting slot.
The long slot for coupling of the coupling mechanism is formed tight with respect to the pin means, and the long slot for guide of the upper pedal member includes a holding region for holding the pin means tight at normal time,
The pedal support structure for a vehicle according to claim 1, wherein the protrusion of the upper pedal member or the lower pedal member is formed in the vicinity of the holding region. The coupling mechanism includes a coupling long hole formed in the lower pedal member, and pin means provided in the contact member and inserted into the coupling long hole.
The upper pedal member includes a guide slot into which the pin means is inserted so as to guide the pin means when sliding in the connecting slot.
The long hole for connection of the connection mechanism is tightly formed with respect to the pin means,
The pedal support structure for a vehicle according to claim 1, wherein the protrusions of the upper pedal member or the lower pedal member are formed in the vicinity of both end portions of the guide elongated hole of the upper pedal member.   5. The pedal support structure for a vehicle according to claim 1, wherein a plurality of the protrusions are formed so as to surround a swing shaft of the lower pedal member. The coupling mechanism includes a coupling long hole formed in the lower pedal member, and pin means provided in the contact member and inserted into the coupling long hole.
The upper pedal member includes a guide slot into which the pin means is inserted so as to guide the pin means when sliding in the connecting slot.
The long slot for coupling of the coupling mechanism is tightly formed with respect to the pin means, and the long slot for guide of the upper pedal member is provided with a holding region that normally holds the pin means tightly,
The protrusions of the upper pedal member or the lower pedal member are formed in the vicinity of the holding region, and the base end portion is formed on one of the upper pedal member or the lower pedal member, and the distal end portion thereof is a vehicle. 2. A portion projecting in the width direction and in line contact with the other of the upper pedal member or the lower pedal member, and the line contact portion extends in a direction perpendicular to the direction in which the elongated guide hole extends. The vehicle pedal support structure described.   The upper pedal member is composed of a first upper pedal member and a second upper pedal member provided on both sides of the lower pedal member, respectively, and one of these first and second upper pedal members is a plate. The vehicle according to any one of claims 1 to 6, wherein the thickness is formed smaller than the other, and the protrusion is formed on the first or second upper pedal member formed with a small plate thickness. Pedal support structure.

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