EP1484660B1 - Pedal arrangement for motor vehicle - Google Patents

Description

The invention relates to an arrangement of a pedal or pivotable about a hinge actuator, in particular for a motor vehicle, which is mechanically coupled to an actuated element and with respect to this without actuation of the pedal or actuator in a direction substantially perpendicular to the pivot axis of the pedal or actuator direction is longitudinally displaceable, wherein the transmission behavior is the same when an actuation of the pedal or actuator substantially independent of a longitudinal displacement thereof. For the technical environment reference is made by way of example to DE 100 26 751 A1.

As is known, the operation of the brake system, a possibly existing clutch, as well as the load request generator for the Fzg.-drive unit by means of pedals in motor vehicles. In order to enable not only an otimale sitting position for the driver of the motor vehicle, but also an optimal operating position of these pedals, these pedals can be displaced independently of an operation, ie that a pedal or the pedals can assume different positions in the vehicle footwell at rest. Often, however, it is not possible that the pedal-operated element is displaced together with the pedal. For example. this applies to a brake booster with attached Tandem master cylinder in conjunction with a displaceable brake pedal.

There are different displacement mechanisms for pedals known, which is usually the aim that the so-called. Transfer behavior of the pedal does not change when actuated in the event of a shift. In a first possible position of the non-actuated pedal is at an operation thereof with respect to the motion transmission to the so-called. Actuated element (in the case of a brake pedal, the actuating rod of a brake booster) before a first gear ratio, which should be substantially equal to a second gear ratio, which in the motion transmission, starting from a second possible rest position of the pedal is present. These known pedal arrangements with measures to achieve a substantially unaltered by the variable rest position and thus independent transmission ratio or transmission behavior are relatively complex and have a complex design with some high weight and large space requirements. This applies, for example, to the scissor mechanism according to the initially mentioned DE 100 26 751 A1.

A simple and compact construction pedal arrangement (or generally a corresponding arrangement for a pivotable about a joint actuator) according to the preamble of claim 1, is an object of the present invention.

The solution to this problem is characterized in that a pivotable about a fixed pivot point intermediate lever is provided which is connected on one side of this pivot point with the element to be actuated and on the other side of a flexible traction means is connected, in the form of a simple pulley over a first with the pedal or actuator at an operation of the same displaced deflection and a second deflection, which is displaced together with a longitudinal displacement of the pedal or Betätigungsigunsgorgans without actuation of the same, is guided to a fixed connection point. Advantageous training and further developments are content of the dependent claims, wherein in most cases only spoken by a pedal, although a corresponding transmission to any actuator, eg. A hand lever or the like., Is readily possible.

A proposed cable pull or generally a traction device, which is similar to a simple pulley on suitable (as indicated) arranged pulleys or generally deflections performed, characterized by simple design and provides a desired so-called. Length compensation, with respect to a substantially constant and in particular of a pedal displacement independent so-called. Transfer behavior is required for pedal operation, sure. This so-called pulley or the multiple deflected traction means for this purpose is substantially in the same direction in which the pedal (or generally actuator) can be moved to adjust different rest positions. The said simple construction results from the fact that no elaborate joints in this formed by the traction means or the cable transmission mechanism between the pedal and the operable Eement are present. The storage of pulleys or the like., Over which the rope or traction means is performed in compliance with one of a displacement of the pedal (or actuator) substantially independent transmission behavior, is extremely easy to realize reliable; if necessary, no rotatable deflection roller is required, but a rigid deflection can be provided.

Incidentally, a relatively simple construction is also retained if, for reasons of redundancy, two (or more) traction means are guided side by side over corresponding deflections, in particular deflection rollers. Also in terms of safety, monitoring of the integrity of the traction means may be provided, as failure thereof would have been particularly likely in connection with a vehicle braking system, i. When the brake pedal acts on this braking means on the brake device or the brake booster, serious consequences. In this sense, when using an electrically conductive material for the traction means an electrical circuit arrangement may be provided by means of which the integrity of the traction means is monitored due to successful power line between the two end portions of the traction means.

A far explained inventive pedal arrangement for a motor vehicle, in which the element to be actuated, for example, can be an actuating or push rod of a brake booster or a clutch master cylinder, can be arranged with respect to a simple displacement on a so-called In addition, further provided in the driver footwell elements, so for example. A load request generator for the vehicle drive unit and / or a footrest. This module carrier can, for example, be displaceably guided by means of a linear drive on preferably two side rails mounted laterally in the footwell of the motor vehicle (for example a passenger car). Can be used a ball-guided or slidably guided longitudinal guide with spindle drive, eg. Analogous to the known electromechanical seat longitudinal adjustment in passenger cars, with centrally located electric motor and transmission by flexible shafts. To increase the rigidity of said module carrier in addition to the vehicle end wall out in respect of intrusion (in a crash of the vehicle) uncritical Area is supported by means of a passive longitudinal guide, wherein it is possible to interpret the module carrier with regard to a targeted deformation behavior in the event of a crash. Column between the module carrier and the vehicle floor can be covered by means of a brush strip or sealed by means of a rolling bellows.

Coming back to the pedal arrangement with the traction means and the deflections for this purpose a variety of designs are possible, resulting in a particularly simple, compact design, when the so-called. Second deflection, which is displaced together with the pedal (or generally the actuator), However, remains unchanged in an operation of the same, is arranged on a movable bearing block, which simultaneously carries the pedal (or actuator) via its so-called. Swivel joint.

This and other features and in particular also the functional mechanism will become apparent from the following explanation of a preferred embodiment, which is shown in the four appended figures 1a - 2b respectively in a simple side view or in a corresponding section. In detail, Figure 1a shows a non-actuated and thus in rest position pedal in a first position and Figure 2a of this relative to the first position displaced pedal in rest position in a second position. In the illustration according to FIG. 1 b , the pedal is actuated starting from its first position according to FIG. 1 a, namely by an actuating travel z measured on the footplate. Starting from the second position according to FIG. 2a, the pedal is actuated in the illustration according to FIG. 2b by the same actuating travel z measured on the tread plate.

The reference numeral 1 denotes a pedal for a motor vehicle, which may in particular be the brake pedal. With This pedal 1, the so-called. Push rod 2 of a figuratively not dargestellen brake booster is actuated, in an alternative embodiment between the push rod 2 and the pedal assembly described below, a suitable intermediate element, for example. In the form of a so-called. Actuating rod can be provided. The push rod 2 or a just mentioned actuating rod or the like can thus be referred to as an actuatable element in the sense of the patent claim.

The push rod 2 penetrates the footwell end wall 3 of the motor vehicle, in particular passenger car, in a breakthrough 4. In this breakthrough 4 and suitably attached to the end wall 3 is a support structure 5 for the pedal assembly described below, this support structure 5 of course also has a required passage for the push rod 2 to the left side of the end wall 3 arranged in the figures and preferably attached to this brake booster.

From the support structure 5 protrude (i n the figures to the right and thus) in the Fzg footwell into two rigid in the figures one behind the other carrier arms 5a, of which consequently only the front in the representation of the carrier 5a is visible. On these support arms 5a, a bearing block 6 is longitudinally displaceably guided or stored in a manner not shown in detail, i. this bearing block 6 is in or against the direction of arrow 7 in the longitudinal direction of the support arms 5a and thus of the end wall 3 away in the footwell inside (in the figures to the right) or back to the end wall 3 back (in the figures to the left) displaced.

The bearing block 6 carries the pedal 1, via its pivot joint or pivot joints 1a, which (s) only in the figures 2a, 2b is visible or are, in the other two figures, however, from the support arm 5a is concealed or become. For reasons of strength namely on both sides of the pedal 1, that is provided on the visible front side and on the back of the illustrated pedal arm a arranged on the bearing block 6 hinge 1a, in the present sectional view, of course, only one of these two joints 1a visible. To this on the bearing block 6 suitably arranged pivot joints 1a is thus the pedal 1, which is provided as usual at its free lower end with a tread plate 1 b, starting from its rest position according to Figures 1a, 2a according to arrow 8, pivotally, namely about a pivot axis 15 extending in the figure representations perpendicular to the plane of the drawing through the center of the pivot joint (s) 1a. Moreover, this pivot axis 15 is perpendicular to the possible direction of displacement of the pedal 1 or here the bearing block 6, which is described here by the arrow 7, ie the pedal 1, which is pivoted about the pivot axis 15 when actuated, is in its rest position in a direction perpendicular to the pivot axis 15 direction, namely in or against the arrow 7, displaced, via a displacement of the bearing block. 6

A pivoting movement of the pedal 1 about the pivot axis 15 in the direction of arrow 8, ie towards the end wall 3, now the push rod 2 according to the direction of arrow 9 also move towards the front wall 3 or partially through the opening 4 therethrough. For this purpose, the pedal 1 facing and thus the left side of the end wall 3 lying brake booster end facing away from the push rod 2 is hinged to an intermediate lever 10 and to a first end thereof, which (here substantially centrally) is pivotally mounted on the support arm 5a, namely about a so-called pivot point 11, wherein the corresponding pivot axis of the intermediate lever 10 is parallel to the pivot axis 15 of the pedal 1. At the other end of the intermediate lever 10 and on the respect to the pivot point 11 other side of the intermediate lever 10 is a flexible traction means 12 in the form of a steel cable (this is also the reference numeral 12 also used hereinafter) or the like. Attached.

Starting from the attachment point on the intermediate lever 10, the traction means 12 is first guided according to the direction of arrow 7 to a first deflection 13 and pulley 13 and then over this substantially 180 ° under direction reversal substantially against the direction of arrow 7 to a second deflection 14 and pulley 14th guided. Also, this second guide roller 14 wraps around the traction means 12 or rope 12 over about 180 ° and is thus deflected again in the direction of arrow 7, to be finally secured with its other end on the support arm 5a in the region of its free end, namely a so-called. fixed, there not displaceable connection point 16. The rope 12 is thus performed in the form of a simple pulley, which extends substantially in the direction of the possible pedal displacement.

The first deflection 13 is fixed in the form of a first guide roller 13 on the pedal 1, namely on the tread plate 1 b of the pedal 1 with respect to the pivot joint (s) 1 a opposite end of the pedal 1 and pedal lever, so that this first deflection 13 at an operation of the pedal 1 is displaced. The second deflection 14 is fixed in the form of a second deflection roller 14 on the bearing block 6, so that this is indeed displaced with a displacement of the bearing block 6 together with this, but not in conjunction with an actuation of the pedal first

Referring now to Figures 1a, 1b, it can be seen that, starting from the (first) rest position shown in Figure 1a during an actuation of the pedal 1 and thus the same in a pivoting direction of arrow 8 due to the resulting displacement of the first deflection roller 14 the intermediate lever 10 is also pivoted about its pivot point 11 in the direction of the arrow 8, so that upon reaching the state according to FIG. 1b the push rod 2 has been displaced by a certain distance y according to the direction of the arrow 9. Moreover, in this pedal operation, the pedal tread plate 1 b was displaced with a pivoting in the direction of arrow 8 by a distance z, which is also measured substantially in the direction of arrow 9.

However, starting from the state according to FIG. 1a , the state according to FIG . 2a can also be produced by displacing the pedal 1 according to the direction of the arrow 7 without actuating it. This displacement of the pedal 1 via a displacement of the bearing block 6 in order to obtain a different, more comfortable for each driver pedal position (especially in the same rest position). After now in this shift of the bearing block 6 according to arrow 7, for example, by a distance x not only the pedal 1 with its pivot joint 1a, but also the two deflections 13 and 14 are displaced by the same distance x in the same direction, this causes Displacement no pivoting of the intermediate lever 10 and thus no displacement of the push rod 2. (Well, however, are in such a displacement of the pedal 1 and 6 bearing blocks, the two deflections 13, 14 rotated about its axis of rotation).

If, starting from the second rest position according to FIG. 2a, the pedal 1 is actuated and thus pivoted in the direction of the arrow 8, the intermediate lever 10 is likewise pivoted about its pivot point 11 in accordance with the direction of the arrow 8, to the extent that this is due to the resulting displacement of the first deflection roller 14 2b, the push rod 2 is displaced by a certain distance y according to the direction of the arrow 9 when the step 1b of the pedal 1 is displaced by a distance z (measured substantially in the direction of the arrow 9). Here are the 2b and 1b are equal in size, ie regardless of whether the pedal is in its first rest position according to Fig.1a or in its second rest position according to Fig.2a , calls a same pedal operation in the form of a Displacement of the tread plate 1 b by the distance z a substantially same displacement of the push rod 2 by the distance y out. The transmission behavior of this pedal arrangement, ie, virtually the translation of the distance z to the distance y is thus substantially constant and in particular independent of a longitudinal displacement of the pedal 1 according to arrow 7, for example, by the distance x.

In the description of the figures so far was a traction means 12 in the form of a (steel) -Seiles 12 talk, but it is recommended for safety reasons in the sense of redundancy virtually side by side or in the figures "behind each other" at least two such traction means 12 or ropes 12th provide, and the pulleys 13, 14 are twice or more than one or may be present. Preferably, a first cable is located on the visible in the figures front of the pedal 1 and the second rope on the back of the same. The traction means 12 and / or the ropes 12 may or may also consist of other metallic or non-metallic materials, for example. Kevlar fibers. Instead of a rope can be used as traction means 12, a chain or a flat belt or a toothed belt or a flat belt.

A hereby proposed length compensation in particular between a permanently installed in the motor vehicle brake booster or brake device and a displaceable in its rest position brake pedal via a so-called. Cable compensation or compensation on a suitably deflected guided flexible traction means advantageously requires no synchronization and no own drive and at the same time offers a nearly constant gear ratio on the possible pedal displacement area and is also characterized by a relatively simple structure and in particular by a small space requirement for Fzg.-end wall or the footwell end wall out.

It is possible to arrange a pedal assembly proposed hereby in turn on an adjustable module carrier, which forms practically a so-called. Pedal module for an adjustable pedals. The designated in the embodiment by the reference numeral 6 bearing block can then be mounted on this module carrier or form this. This is then an ergonomically correct, easy common adjustment of footrest, possibly clutch pedal, brake pedal and accelerator pedal (= load request generator for the vehicle-drive unit) possible. It is possible to realize standing and hanging (driving) pedals. The pedal module or an adjustable pedal module whose Längsverstellmechanismus can be easily supported on the boundary walls of Fzg.-footwell, so for example. At the A-pillar and the transmission tunnel. With a decoupling of the front wall results in the event of a crash, a reduced brake pedal intrusion and reduced force peaks on the driver's feet. Can be implemented a targeted deformation behavior of the pedal module in the event of a crash, in particular in conjunction with a decoupling of the pedal module of a possible Stirnwand- and Radhausintrusion. Can be realized is a visually appealing, closed footwell and it can be designed as a preassembled and tested module all elements of the pedals, it should be noted that quite a variety of details may differ from the above explanations designed without the content of the claims leave.

LIST OF REFERENCE NUMBERS

1

pedal

1a

Pivot joint (s)

1 b

footboard

2

pushrod

3

(Floor) -Stirnwand

4

breakthrough

5

supporting structure

5a

support arm

6

Bearing block (relocatable)

7

Arrow direction: displacement of 6 or 1

8th

Arrow direction: Pivoting or pressing 1

9

Arrow direction: shift of 2 when pressing 1

10

intermediate lever

11

Pivot point (for 10 an 5a)

12

Traction device (flexible), (steel) rope

13

first deflection or deflection roller

14

second deflection or deflection roller

15

Swivel axle from 1

16

fixed connection point for 12

Claims (5)

1. An arrangement of a pedal (1) or an actuating member which can be pivoted about a joint (1a), more especially for a motor vehicle, which is mechanically coupled to an element to be actuated (push rod 2) and can be longitudinally displaced relative to this element without actuating the pedal or actuating member in a direction (7) extending substantially perpendicularly to the pivot axis (15) of the pedal or actuating member, the transmission behaviour on actuation of the pedal (1) or actuating member being substantially independent of a longitudinal displacement thereof, characterised in that an intermediate lever (10), which can be pivoted about a stationary pivoting point (11), is provided, and is connected on one side of this pivoting point (11) to the element (2) to be actuated and, on the other side thereof, a flexible traction mechanism (12) is connected, which is guided in the form of a simple pulley block via a first deflection mechanism (13), which is displaced with the pedal (1) or actuating member on an actuation thereof, and via a second deflection mechanism (14), which is displaced together with a longitudinal displacement of the pedal (1) or actuating member without actuation thereof, to a stationary connection point (16).
2. A pedal or actuating member arrangement according to claim 1, characterised in that the second deflection mechanism (14) is provided on a displaceable bearing block (6) bearing the pivoting joint (1a) of the pedal (1) or actuating member.
3. A pedal or actuating member arrangement according to claim 1 or 2, characterised in that, in the context of a redundancy, two flexible traction mechanisms (12) are guided next to one another via corresponding deflection mechanisms (13, 14), more especially deflection pulleys.
4. A pedal or actuating member arrangement according to any one of the preceding claims, characterised in that when using an electrically conductive material for the flexible traction means (12), an electric circuit arrangement is provided, with the aid of which the soundness of the traction means (12) can be monitored on the basis of successful current conduction between the two end regions.
5. A pedal arrangement according to any one of the preceding claims for a motor vehicle, characterised by at least one of the following features:

   • the element (2) to be actuated is a push rod of a power brake or a clutch master cylinder

   • the pedal arrangement is arranged on a module carrier which is guided so as to be displaceable by means of a linear drive on preferably two lateral longitudinal rails

   • the module carrier is supported toward the vehicle end wall (3), in a region which is non-critical with respect to intrusion, by means of passive longitudinal guidance

   • the gap between the module carrier and the vehicle base is covered by means of a brush strip or sealed by means of bellows.

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