EP1272377A1 - Ensemble pedale atraumatique - Google Patents

Ensemble pedale atraumatique

Info

Publication number
EP1272377A1
EP1272377A1 EP01943213A EP01943213A EP1272377A1 EP 1272377 A1 EP1272377 A1 EP 1272377A1 EP 01943213 A EP01943213 A EP 01943213A EP 01943213 A EP01943213 A EP 01943213A EP 1272377 A1 EP1272377 A1 EP 1272377A1
Authority
EP
European Patent Office
Prior art keywords
pedals
bulkhead
pedal lever
pull rod
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01943213A
Other languages
German (de)
English (en)
Inventor
Lothar Schiel
Stefan A. Drumm
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10053996A external-priority patent/DE10053996A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1272377A1 publication Critical patent/EP1272377A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/0286—Padded or energy absorbing driving control initiating means, e.g. gear lever, pedals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/09—Control elements or operating handles movable from an operative to an out-of-the way position, e.g. pedals, switch knobs, window cranks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/06—Disposition of pedal
    • B60T7/065—Disposition of pedal with means to prevent injuries in case of collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/003—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks characterised by occupant or pedestian
    • B60R2021/0039—Body parts of the occupant or pedestrian affected by the accident
    • B60R2021/0053—Legs
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20576—Elements
    • Y10T74/20888—Pedals

Definitions

  • the invention relates to a crash-safe pedal system in a vehicle for actuating an actuating rod, in particular for a control unit for a brake system.
  • a pedal lever With the help of a pedal lever, the driver exerts a force on an actuating rod, by means of which, for example, a control unit consisting of a master cylinder and a brake booster is actuated. This then triggers the desired braking process.
  • a pedal lever is pivoted by the foot force of the driver to actuate the actuating rod, the longitudinal movement of the actuating rod then triggering the desired processes in the control unit.
  • the pedal lever represents a power / displacement ratio, so that a large pedal travel triggers a short travel of the actuating rod. It has now been shown that this known system can become a great danger for the driver in the event of a crash. If the control unit attached to the bulkhead is moved a little against the bulkhead by an accident, the actuating rod in the passenger compartment also shifts towards the driver. This relatively slight movement is translated into a large pivoting movement of the pedal lever by the lever transmission on the pedal lever, so that the brake pedal hits the driver's foot or leg and can injure the driver.
  • the invention is therefore based on a pedals of the type resulting from the preamble of the main claim. tasks be the invention is to change such a known pedals so that there can be no injury to the driver by the pedal lever, in particular the free end of the pedal lever of the vehicle in an accident.
  • the free end of the pedal lever on which the driver's foot rests is often referred to below as the pedal block.
  • the invention therefore consists in designing the force transmission between the pedal lever and the actuating rod in such a way that the required forces can be exerted in the direction of confirmation, but a reverse force transmission from the control unit to the pedal lever is largely impeded. It is thus the essence of the invention that a force can be exerted by the driver in the direction of the actuating rod, but no force can be exerted by the actuating rod on the driver's pedal.
  • the pull lever (pull rod 14) rests with the end on the booster side against the bulkhead or against a part of the vehicle arranged with the bulkhead transmitting connection.
  • the pull rod is arranged such that, starting from its normal position, it can mainly move only in one direction, so that the Transmission of backward forces caused by an accident to the driver can be impeded.
  • the feeder strikes the bulkhead or another part that is directly or indirectly connected to the bulkhead.
  • a link for power transmission is provided on at least one of the two ends of the pull rod, which can essentially only transmit power in one direction, while the power transmission is interrupted in the case of a force acting in the opposite direction.
  • a pressure force can only be transmitted from the booster via the linkage (14) towards the driver (brake pedal 4) up to a previously defined value, which triggers the force-transmitting connection (24) in order to shift the entire pedal suspension (3a , 20) towards the driver.
  • the combinations of features according to claim 4 show a particularly simple link of this type for power transmission.
  • the hook used is oriented such that it can only pull but not push. In this way, the tensile forces exerted by the driver during actuation are transmitted, but not the compressive forces triggered by an accident.
  • the combination of features according to claim 5 describes a further possibility for increasing the safety of the driver.
  • the bearing for the pedal lever is no longer suspended from the bulkhead, but on a spatially distant cross member. In this way, forces triggered by the accident are no longer transmitted directly to the pedal lever but only via the pull rod, which, as already described above, can be secured in a suitable manner.
  • the cross member can be guided between the A-pillars of the vehicle parallel to the dashboard (28) or, if necessary, can be combined in one piece with the dashboard (28). With such a construction, it is also easily possible to adapt the normal position of the pedals to the size of the driver, as is evident from the combination of features according to claim 7.
  • the fulcrum of the pedal lever is pivoted about the cross member so that the pedal block at the end of the pedal lever is pivoted upwards for a small driver.
  • the newly set position of the swivel block is locked by a latching connection.
  • the movement of the swivel block can preferably be effected by an electric motor with a self-locking worm drive.
  • FIG. 1 shows the known pedals currently used
  • Fig. 2 shows a first embodiment of the invention
  • Fig. 3 shows a second embodiment of the invention
  • Fig. 4 shows the possibility of adjusting the normal position of the pedal lever to the size of the driver in the embodiment of Fig. 3 and
  • FIG. 5 shows the effect of the invention in an accident when using the exemplary embodiment according to FIG. 3.
  • a passenger compartment is sketched in part in FIG. 1.
  • a pedal assembly 1 is provided with a pedal bracket 2 in which a pedal lever 4 is pivotally mounted via a first pivot joint 3.
  • the pedal bracket 2 is attached to the bulkhead 5 of the vehicle.
  • An actuating rod 11 is articulated on the pedal lever 4 via a second swivel joint 10, so that when the pedal block 12 swivels to the left in FIG. 1, the actuating rod 11 is also shifted to the left.
  • the known processes for braking the vehicle are triggered in the control system 7.
  • a disadvantage of the known system described according to the prior art according to FIG. 1 is that the control system 7 in FIG. 1 can be shifted to the right in the event of an accident. Since the control system 7 is mechanically coupled to the actuating rod 11, the actuating rod 11 also shifts to the right in FIG. 1, which is due to the translation of the path leads to a violent movement of the pedal 12 in the direction of the driver's foot or leg 13.
  • FIG. 2 shows a first exemplary embodiment of the invention.
  • the individual assemblies are only explained to the extent that changes have occurred compared to FIG. 1.
  • the pedal lever 4 no longer acts directly on the actuating rod 11, but via a pull rod 14 and a rotary lever 17 only indirectly on a shortened actuating rod 11, which is not shown in FIG. 2.
  • a force U now acts on the master cylinder 8 as a result of an accident, the bulkhead 5 and the actuating rod 11 will shift to the right in the region 15 of the brake booster 9. In itself, this would also lead to a rotational movement of the pedal lever 4 counterclockwise and thus to the driver.
  • FIG. 3 shows a second exemplary embodiment of the invention, in which the pedal lever 4 is no longer supported in a pedal bracket 2 but, if appropriate, immediately in a pivot block 20 which is fastened to a cross member 21.
  • the pedal lever 4 is no longer supported in a pedal bracket 2 but, if appropriate, immediately in a pivot block 20 which is fastened to a cross member 21.
  • the driver is therefore only endangered by pressure forces in the extended pull rod 14, these pressure forces not being able to be exerted by the rotary lever 17, as has already been explained above, since the end of the rotary lever 17 facing the pull rod 14 strikes against the bulkhead.
  • the pull rod 14 as shown in FIG. 5, is constructed in such a way that it can essentially only transmit tensile forces.
  • a simple solution to this is to have the first swivel joint 3 engage a pull rod at the end of a hook 24.
  • the hook 24 is designed in such a way that it unhooks with sufficiently large pressure forces so that a force transmission is no longer possible.
  • the cross member 21 is spanned similarly to the second cross member 24 between the A-pillars 25 of the vehicle and thus runs parallel to it.
  • the swivel block if the second cross member 24 is in a suitable position
  • the swivel block 20 can also be rotatably arranged, as a result of which the starting position of the pedal block 12 can be adjusted. If the swivel block 20 is rotated in one of the two directions of the double arrow D in FIG. 4, the pedal block 12 in FIG. 4 is either moved to the right towards the driver or to the left towards the bulkhead. swings. In this way, the starting position of the pedal 12 can be adjusted and thus adapted to the size of the driver. 4 shows position A for a small driver and position B for a large driver.
  • the rotation of the pivot block 20 can be done with the help of an electric motor in the drawing is not shown in FIG. It must be ensured that the pivot block 20 is firmly locked in its new position. A self-locking drive of the electric motor is preferably used for this.
  • FIG. 5 shows the possibilities that arise when the booster presses in at an angle in the event of a crash. 5, the upper region of the booster is pressed in, as a result of which the rod 14 is essentially shifted to the right. In this case, the pedal lever 4 and thus the pedal block 12 is pivoted clockwise to the left, so that the pedal block 12 is brought out of the danger zone by the accident. The forces caused by the accident thus help to prevent the driver from damaging the pedal lever 4.
  • Fig. 5 further showed that when a limit is exceeded by the forces caused by the accident, the rods disengage from their connection to the pedal lever, which also contributes to avoiding the risk of accidents.
  • the pressure force permitted for transmission by the push rod 14, which can be transmitted in the event of a crash, is thus used to pivot the pedals away from the driver.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Control Devices (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

L'invention concerne un ensemble pédale atraumatique pour véhicules automobiles. L'objectif de l'invention est d'empêcher le levier de pédale (4) de frapper la jambe (13) du conducteur lors d'un accident, par déplacement de la tige d'actionnement (11) du servofrein (9). Cet objectif est atteint par le fait que le levier de pédale (4) est empêché de tourner dans le sens contraire au sens d'actionnement. A cet effet, plusieurs mesures sont proposées. Une desdites mesures consiste à ne permettre qu'une transmission des forces dans un sens d'actionnement, cela pouvant se faire au moyen d'une barre de traction (14) qui ne permet la transmission d'aucune force de pression. Une autre mesure consiste à monter le levier de pédale sur un support transversal (21) placé séparément, au lieu de le monter sur le tableau d'auvent (5).
EP01943213A 2000-04-04 2001-04-02 Ensemble pedale atraumatique Withdrawn EP1272377A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10016598 2000-04-04
DE10016598 2000-04-04
DE10053996A DE10053996A1 (de) 2000-04-04 2000-10-31 Crash-sichere Pedalerie in einem Fahrzeug
DE10053996 2000-10-31
PCT/EP2001/003723 WO2001074628A1 (fr) 2000-04-04 2001-04-02 Ensemble pedale atraumatique

Publications (1)

Publication Number Publication Date
EP1272377A1 true EP1272377A1 (fr) 2003-01-08

Family

ID=26005165

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01943213A Withdrawn EP1272377A1 (fr) 2000-04-04 2001-04-02 Ensemble pedale atraumatique

Country Status (3)

Country Link
US (1) US20030075005A1 (fr)
EP (1) EP1272377A1 (fr)
WO (1) WO2001074628A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7712570B2 (en) 2006-06-08 2010-05-11 Honda Motor Co., Ltd. Crash safe vehicle brake assembly
US7987743B2 (en) * 2008-12-19 2011-08-02 Ventra Group, Inc. Positive release crash pedal mechanism
US8607660B2 (en) 2009-12-02 2013-12-17 Ford Global Technologies, Llc Vehicle braking assembly
US8646357B2 (en) * 2009-12-02 2014-02-11 Ford Global Technologies, Llc Vehicle braking assembly with gap management system
US8899130B2 (en) 2011-06-28 2014-12-02 Autoline Industries Indiana, Llc Vehicle pedal system
US9889826B2 (en) 2014-02-19 2018-02-13 Ventra Group Co. Variable ratio brake pedal

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5351573A (en) * 1991-10-07 1994-10-04 Cicotte Edmond B Adjustable automobile pedal system
DE19501859A1 (de) * 1995-01-23 1996-07-25 Volkswagen Ag Sicherheitsanordnung für ein Kraftfahrzeug
DE19533235A1 (de) * 1995-09-08 1997-03-13 Opel Adam Ag Pedal zum Betätigen einer Kraftfahrzeugbremse
JP3125677B2 (ja) * 1996-04-30 2001-01-22 トヨタ自動車株式会社 車両用ペダル支持構造
DE19632330A1 (de) * 1996-08-10 1998-02-12 Teves Gmbh Alfred Crashsicheres Pedalwerk, insbesondere Bremspedalwerk eines Kraftfahrzeuges
DE19706692C1 (de) * 1997-02-20 1998-06-18 Daimler Benz Ag Pedalanordnung in einem Fußraum eines Kraftfahrzeugs
US6182525B1 (en) * 1999-02-25 2001-02-06 Trw Vehicle Safety Systems Inc. Movable vehicle pedal apparatus
DE19964127B4 (de) * 1999-12-17 2009-08-27 Audi Ag Sicherheitseinrichtung für ein Kraftfahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0174628A1 *

Also Published As

Publication number Publication date
US20030075005A1 (en) 2003-04-24
WO2001074628A1 (fr) 2001-10-11

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