EP1628861A1 - Ensemble pedale - Google Patents

Ensemble pedale

Info

Publication number
EP1628861A1
EP1628861A1 EP04738595A EP04738595A EP1628861A1 EP 1628861 A1 EP1628861 A1 EP 1628861A1 EP 04738595 A EP04738595 A EP 04738595A EP 04738595 A EP04738595 A EP 04738595A EP 1628861 A1 EP1628861 A1 EP 1628861A1
Authority
EP
European Patent Office
Prior art keywords
pedal
spindle
spindle nut
pedal system
crash
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Withdrawn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
EP04738595A
Other languages
German (de)
English (en)
Inventor
Andree Burgstaler
Jan DÜTZ
Wolfgang Meyer
Simone Papke
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.)
ZF Lemfoerder GmbH
Original Assignee
ZF Boge Elastmetall GmbH
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
Application filed by ZF Boge Elastmetall GmbH filed Critical ZF Boge Elastmetall GmbH
Publication of EP1628861A1 publication Critical patent/EP1628861A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/32—Controlling members actuated by foot with means to prevent injury
    • 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
    • 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
    • Y10T74/20528—Foot operated

Definitions

  • the invention relates to a pedal system for a vehicle, in particular a motor vehicle, with at least one pedal which is pivotable on one
  • Pedal systems of this type are used in motor vehicles, in particular in passenger vehicles, for adjusting control pedals such as brake, clutch and accelerator pedals.
  • control pedals such as brake, clutch and accelerator pedals.
  • passenger cars such as. B. a seat or the steering wheel
  • solutions for adjusting the pedals which represent the most frequently used components of a vehicle, are rare in practice.
  • the ability to adjust the pedals of a motor vehicle is desirable not only from a comfort point of view, but also from a safety point of view, since in particular smaller drivers in practice assume a seating position too close to the steering wheel, which in the event of a crash can be excessively impaired by an airbag arranged in the steering wheel.
  • an individual adjustability of the pedals is essential.
  • DE 100 26 751 AI describes a device in which the translational and rotary positioning of a pedal takes place via two separate positioning mechanisms, with separate compensating means being the change in the distance of a transmission unit resulting from the positioning of the pedal, which couples the movement of the pedal to one connected to it Functionality transfers to compensate for the pedal.
  • This known device requires a large number of components or components for adjusting the pedal, the separate compensating means provided here also taking up a large amount of space and being expensive to assemble.
  • EP 0 353 958 B1 discloses an adjustment mechanism which enables an adjustment of a pedal via a plurality of curved guideways.
  • the adjustment mechanism is also complicated to assemble and adjust due to the large number of components.
  • the adjustment mechanism is complex to manufacture due to the arcuate guideways.
  • EP 0659 615 AI describes a pedal mechanism for a vehicle with a pedal strut which has two strut legs spaced apart from one another, between which a pedal is pivotally mounted.
  • a pedal axle is inserted with its two ends into axle bearings which are open towards the pedal axle and the pedal strut is provided in the region of its two ends with receptacles for fastening the pedal mechanism between stationary components of the vehicle.
  • each strut leg has a deformed area, the axle bearings connected to the strut legs being passed into the pedal strut when at least one of the stationary components is passed through them Force out of engagement with the pedal axle.
  • EP 0 843 630 B1 discloses a device for releasing the anchoring of a pedal lever pivotable about a pedal axis from the structure of a motor vehicle, the pedal lever being anchored to the vehicle body via the pedal axis and a support element connected to a vehicle component such that the pedal lever is actuated with a certain actuating force can be pivoted about the pedal axis in normal operation and - when the anchorage is released - can be pivoted about a pivot axis, the support element being movable from its normal support position due to excessive forces acting on the vehicle from the outside.
  • the support element is arranged and designed to be movable and / or deformable into a position corresponding to the release of the anchoring of the pedal axis such that the pivot axis essentially corresponds to the pedal axis.
  • a pedal system for a vehicle with at least one pedal, which is pivotally mounted on an adjusting mechanism having a drive unit, by means of which the pedal can be adjusted for adjusting the distance to an operator, has a pedal release device which supports the at least one pedal on the adjusting mechanism in a Crash-induced displacement of the adjustment mechanism in the direction of the vehicle interior automatically solves the advantage that a force flow acting on the pedal is automatically interrupted in any adjustment position of the pedal when the foot pedal mechanism is shifted in the direction of the interior of the vehicle. In this way, an intrusion of the pedals into the footwell of the driver is counteracted and a recoil force exerted on the driver's operating leg, in particular via a brake pedal, is avoided.
  • the pedal system designed according to the invention thus serves to significantly improve the safety of the driver in the event of an accident in the vehicle, in particular in the event of a rear-end collision.
  • the pedal release device can have a wedge surface which, in the event of a front crash, has a body-fixed one
  • the adjustment mechanism can have a spindle drive with at least one spindle as the drive unit, the bearing of the pedal being formed by at least one spindle nut which is guided on the spindle and is made up of several parts, and a flow of force between the spindle and the pedal is canceled if an associated one In the event of a crash, the bearing element slides on the wedge surface of the pedal release device.
  • a drive that can be easily accommodated within the space delimited by the pedal system can advantageously be realized by means of spindle elements in the smallest installation space.
  • Figure 1 is a three-dimensional view of a first embodiment of a pedal system with an adjustability of the position of a rotatably mounted pedal.
  • Fig. 2 is a simplified longitudinal section through the pedal system of Fig. 1 along line A-A in Fig. 1;
  • FIG. 3 shows a partial side view of a pedal shown in FIG. 1 and FIG. 2 viewed in the foremost adjusted position in the front direction of the vehicle;
  • Fig. 4 shows a second embodiment of a pedal system with an adjustability of the
  • FIG. 5 shows a simplified three-dimensional detailed illustration of the pedal release device according to FIG. 4 in isolation.
  • FIG. 1 to 3 show a first embodiment of a pedal system 1 in a motor vehicle with an adjustability of the position of a pedal 5 in the present case designed as a brake pedal and a further pedal 8, for example a clutch pedal.
  • a pedal 5 in the present case designed as a brake pedal and a further pedal 8, for example a clutch pedal.
  • other pedals such as an accelerator pedal can of course also be used be provided.
  • the storage of these pedals is between a front plate 2, which closes the pedal system 1 in the direction of a vehicle interior 22, which is fixedly connected to a vehicle cross member 11 connecting A-pillars of the vehicle, and a base plate 4, which closes the pedal system 1 in the front direction of the vehicle, which does not have a here Vehicle bulkhead shown in more detail is connected in a stationary manner, adjustable for adjusting the distance to an operator.
  • the vehicle cross member 11 is designed as a tube which is connected to the front plate 2 via a holder 17.
  • the bracket 17 is adaptable to the outer contour of the vehicle carrier 11 for establishing an optimal connection and detachably connected to the front panel 2.
  • the adjustment mechanism 7 is provided for adjusting or adjusting the position of the pedals 5 and 8, of which the brake pedal 5 is explained in more detail below to explain the pedal system 1.
  • the adjustment mechanism 7 comprises a drive unit 9 and a compensation unit 10, which essentially compensates for a change in the distance of the pedal 5 connected to a position adjustment of the pedal 5 to a transmission unit 6 connected to it, which transmits the movement of the pedal 5.
  • the drive unit 9 interacts with a mounting of the pedal 5 which, together with the further pedal 8, is rotatably arranged on a carriage 3 which can be moved linearly between the front plate 2 and the base plate 4.
  • the connection of the pedal 5 to the slide 3 takes place in the present case via a pin-like extension of a bearing axis of the pedal 5, which engages in a driving groove on the slide 3.
  • the carriage 3 can be displaced along two spaced-apart guides 12 and 13, of which a first guide 12 is essentially a square rod and a second guide 13 is essentially a round rod.
  • These guides 12, 13 are fastened with their one ends to the side of the front plate 2 facing the base plate 4 and with their other ends to the base plate 4, which is oriented essentially parallel to the front plate 2, and thus form body-mounted bearing points of the pedal system 1
  • the first guide 12 is located on the side of an E-gas module, which controls the electronic accelerator pedal transmission, and guides the slide 3 only in the axial direction in order to avoid tilting of the slide 3.
  • the drive unit 9 which comprises an electric motor, a transmission and a spindle drive, is also connected to the base plate 4 in a stationary manner.
  • the spindle drive is in turn composed of a spindle 14 and a first spindle nut 15 and a second spindle nut 16 arranged thereon, as can be seen in particular from FIG. 2.
  • the spindle 14 of the drive unit 9 is rotatably mounted at one end via a spindle pin in the front plate 2. In the area of its other end, the spindle 14 is guided through the base plate 4.
  • the electric motor provided here for driving the spindle 14 and designed with an integrated gear is also arranged, by means of which the spindle 14 is set in rotation, as a result of which the two spindle nuts 15, 16 move in the longitudinal direction of the spindle.
  • the slide 3 and the pedal 5 are connected to the second spindle nut 16, so that the Carriage 3 is moved linearly via the movement of the spindle nut 16 along the guides 12, 13 relative to the base plate 4 and the front plate 2.
  • the linkage of the compensation unit 10 forms a gear in the form of a kinematic chain.
  • a first linkage part 10A is connected to the pedal 5 or the slide 3 via a first swivel joint 18.
  • a second linkage part 10B is in turn connected to the first linkage part 10A via a swivel joint 19.
  • the second linkage part 10B is rotatably connected approximately in the region of its center of gravity to the first spindle nut 15, with which the linkage tracks the movement of the slide 3.
  • the other end of the second linkage part 1 OB is rotatably connected to the transmission unit 6 designed as a push rod via a further swivel joint 20.
  • the coupling of the compensation unit 10 to the transmission unit 6 via a swivel joint ensures that the transmission unit 6 via the compensation unit 10 to changes or changes in position of other components coupled to the compensation unit 10, such as the pedal 5 or the slide 3, via a rotation can be customized. This type of coupling is possible in the smallest of spaces.
  • the compensation unit 10 By designing the compensation unit 10 as a gearbox, different transmission possibilities can be set, which can be specially adapted to the transmission unit 6.
  • the transmission unit can be designed in such a way that it transmits a force mechanically via a linkage or pneumatically or hydraulically by means of a fluid pressure medium to a power amplifier, which force transforms and transmits the force accordingly as a manipulated variable for an actuating part. All essential types of transmission units can be used with the pedal system 1.
  • the design of the transmission unit 6 with a push rod selected for the pedal 5 is ideally suited for a brake pedal and gives the operator of the pedal 5 an optimal possibility of metering the force to be used.
  • the push rod of the transmission unit 6 also corresponds to high safety requirements and takes up little space.
  • the transmission unit works with a fluid pressure medium which is guided through a flexible, hose-like line 21. Due to the design as a flexible hose 21, the transmission unit fulfills both the functions of motion transmission and a compensating function, since the hose 21 is easy to track. A separate compensation unit is not necessary, which saves installation space.
  • the spindle 14 in the region of the spindle nuts 15 and 16 has two different threads, the threads differing mainly by the thread pitch.
  • the thread pitch is chosen so that a change in the distance of the pedal 5 to the transmission unit 6 is optimally compensated. Such compensation is obtained, inter alia, by the fact that the force relationships between the pedal 5, the transmission unit 6 and the compensation unit 10 remain essentially unchanged.
  • the thread pitch is essentially determined by the lever ratios on the compensation unit 10, which is the case in the present embodiment are chosen so that the lead angles of the two thread pitches are in a ratio of 1: 2.
  • the compensating unit 10 which is designed as a compensating linkage consisting of a coupling lever and a deflecting lever, compensates for the change in position of the pedal 5 in relation to the position change relative to the push rod of the transmission unit 6 such that the second spindle nut 16 and thus also the upper connection point 18 of the deflecting lever 10A are doubled move as fast as the first spindle nut 15, whereby the connection point between the push rod of the transmission unit 6 and the deflection lever connected to it remains approximately in position.
  • FIG. 4 In order to clarify the interaction of the brake pedal 5 with the compensation unit 10 and the transmission unit 6, this is shown in a simplified individual illustration in FIG. 4 in the actuated and unactuated state.
  • the pedal 5 is set so that the position of the pedal is suitable for a very tall person, i. H. the pedal 5 is arranged in a position furthest from the driver in the vehicle front direction.
  • the first position of the pedal 5, in which it is not actuated, is shown with solid lines.
  • the dashed line 5 shows the pedal 5 in an actuated position.
  • the pedal 5 If the pedal 5 is actuated, this movement is transmitted via the swivel joint 18 to the compensation unit 10 and via this to the transmission unit 6.
  • the transmission unit 6 is moved in the same direction as the pedal 5.
  • the lever lengths and the force ratios that can be adjusted thereby for moving the pedal 5 or the transmission unit 6 are determined via the spindle 14 - more precisely via the positions of the spindle nuts 15 and 16 relative to one another. Due to the different threads in the area of the two spindle nuts, the spindle nuts 15, 16 move differently relative to one another, whereby the distance between the two spindle nuts 15, 16 also changes when the pedal 5 is adjusted at the same time. This variable distance allows the force ratios to be set essentially constant when the pedal position is changed.
  • the pedal system 1 shown in FIGS. 1 to 3 offers the advantage that the adjustment mechanism 7 is compact and no additional installation space is required for separate components.
  • the pedal system 1, delimited on the one hand by the front plate 2 and on the other hand by the base plate 4, is also of modular design, the entire pedal system 1 as a pre-assembled module with the two plates 2, 4 as end elements being easy to assemble, handle and store.
  • the pedal system 1 is also characterized by a low weight, since on the one hand a few components are required and some of these can be made from light materials.
  • the slide 3 can be made of plastic and can be provided with corresponding ribs to increase the strength and rigidity, which results in an overall lightweight component.
  • FIGS. 4 and 5 show a pedal system 1 'which corresponds to the pedal system 1 according to FIGS. 1 to 3 and additionally has a pedal release device 23 which supports the pedals 5 and 8 on the adjustment mechanism 7 in the event of a crash -conditionally triggers displacement of the adjustment mechanism 7 in the direction of the vehicle interior 22.
  • the adjustment mechanism 7 has a spindle drive as the drive unit 9 with the spindle 14, and the bearing of the pedal 5 is also formed by a spindle nut 16 'guided on the spindle 14, which, however, is designed here in several parts.
  • the spindle nut 16 ' is with an inner
  • a force flow is produced between the spindle nut elements 16A, 16B via a bearing element 24A designed as the first bracket of a bracket device 24, the bracket 24A being essentially U-shaped and with its leg ends, the spread of which is smaller than the outer diameter of the inner spindle nut element 16A, engages in normal operation in each case in a groove-like recess 25 on the associated spindle nut element 16A or 16B, as can be seen in particular from FIG. 5.
  • the compensation unit 10 is mounted on the spindle 14
  • the bracket device 24 is part of the pedal release device 23 which, in the event of a crash, cancels the non-positive connection between the respective spindle nut elements 15A and 15B or 16A and 16B independently of the position of the pedal 5 by removing the bearing elements or bracket 24A and 24B from the relevant groove be guided on the spindle nuts 15 ', 16', whereby the connection between the respective spindle nut halves is released.
  • the pedal release device 22 To lift the brackets 24 A, 24B out of the associated spindle nuts 15 'and 16', the pedal release device 22 has a wedge element 26 which is guided in the longitudinal direction of the vehicle in a T-slot on the slide 3 and has two wedge surfaces 26A and 26B, of which one wedge surface 26A is assigned to the bracket 24A and the further wedge surface 26B is assigned to the further bracket 24B.
  • brackets 24A and 24B each become the now a body-fixed slideway forming wedge element 26 moves, when the brackets 24A, 24B slide on the respective wedge surface 26A or 26B, the bracket in question is lifted out of the associated recess 25 on the spindle nut 15 'or 16', thus interrupting the flow of force.
  • the pedal 5 can be depressed without force resistance.
  • the wedge element 26 forms a slideway fixed to the body, because it is not itself displaced in the direction of the vehicle interior 22, but bears against a stop 28 which is firmly held on the vehicle body, here on the vehicle cross member 11.
  • the adaptation of the stop 28 for the wedge element 26 to the different adjustment positions of the pedal 5 or of the slide 3 is realized in that the stop is designed as a spindle element 28 which moves back and forth with the slide 3 and the pedals connected to it , but is not itself part of this adjustable pedal unit.
  • the stop is designed as a spindle element 28 which moves back and forth with the slide 3 and the pedals connected to it , but is not itself part of this adjustable pedal unit.
  • the gear 29 is designed in the simplest manner as a gear pair, which is formed by a first gear 30, which is connected to the spindle 14 in a rotationally fixed manner, and a second gear 31, which engages therewith and guides the spindle element 28 with an internal thread as a spindle bearing ,
  • the second gear 31, which represents a bearing and a spindle nut for the stop 28, is also set in rotation. Since this gear 31 is axially fixed to a bracket 17 'holding the front plate 2 on the vehicle cross member 11, this gear 31 cannot be moved in the longitudinal direction of the vehicle, but rather drives with its rotation the spindle-like stop 28 guided in the gear 31, which stops moved back and forth accordingly.
  • the transmission ratio of the gear 29 is 1 in the exemplary embodiment shown.
  • the pitch angle of the spindle element 28 corresponds to the negative pitch angle of the spindle 14 in the region of that with the pedal 5 connected spindle nut 16 ', so that the stop 28 immediately follows the wedge element 28 when the pedal is adjusted.
  • a pedal system 1 'designed, for example, according to FIGS. 4 and 5 offers a high level of protection for the driver against injuries due to pedal trusion into the vehicle interior in the event of a front crash and enables all the advantages of an adjustable pedal set.
  • the pedal system 1 represents an overall preassembled module that can be implemented with a small space requirement and a small number of components, a coupling of several pedals with one slide being sufficient to release all pedals from a single pedal release device. It is also
  • Pedal system 1 'due to its low force load largely with light materials such. B. made of plastic, realizable.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

Ensemble (1') pédale pour un véhicule à moteur, qui comporte au moins une pédale (5) montée basculante sur un mécanisme de réglage (7) possédant une unité d'entraînement (9), mécanisme de réglage à l'aide duquel la pédale (5) peut être réglée de manière à adapter l'écart entre la pédale et la personne qui l'utilise. Ledit ensemble comporte un dispositif (23) de libération de pédale qui libère automatiquement la pédale (5) du mécanisme de réglage (7) sur lequel elle est montée en cas de déplacement, provoqué par une collision, du mécanisme de réglage (7) dans la direction de l'habitacle (22) du véhicule.
EP04738595A 2003-06-04 2004-06-03 Ensemble pedale Withdrawn EP1628861A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10325495A DE10325495A1 (de) 2003-06-04 2003-06-04 Pedalsystem
PCT/DE2004/001141 WO2004108492A1 (fr) 2003-06-04 2004-06-03 Ensemble pedale

Publications (1)

Publication Number Publication Date
EP1628861A1 true EP1628861A1 (fr) 2006-03-01

Family

ID=33482581

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04738595A Withdrawn EP1628861A1 (fr) 2003-06-04 2004-06-03 Ensemble pedale

Country Status (8)

Country Link
US (1) US20050241432A1 (fr)
EP (1) EP1628861A1 (fr)
JP (1) JP2006526822A (fr)
CN (1) CN1753803A (fr)
BR (1) BRPI0406430A (fr)
DE (1) DE10325495A1 (fr)
MX (1) MXPA05007250A (fr)
WO (1) WO2004108492A1 (fr)

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FR2854699B1 (fr) * 2003-05-09 2005-08-05 Peugeot Citroen Automobiles Sa Dispositif de pedalier retractable en cas de choc frontal sur un vehicule
DE102005021725B4 (de) * 2005-05-11 2017-03-02 Volkswagen Ag Fahrzeug
US20080047386A1 (en) * 2006-08-07 2008-02-28 Ridgway Jason R Automotive foot pedal assembly
US7987743B2 (en) * 2008-12-19 2011-08-02 Ventra Group, Inc. Positive release crash pedal mechanism
US9889826B2 (en) 2014-02-19 2018-02-13 Ventra Group Co. Variable ratio brake pedal
CN104709249B (zh) * 2015-01-27 2017-04-12 湖南湖大艾盛汽车技术开发有限公司 汽车制动踏板的可调及防侵入结构
JP6581678B2 (ja) * 2017-03-06 2019-09-25 タイコ エレクトロニクス アンプ コリア カンパニー リミテッドＴｙｃｏ Ｅｌｅｃｔｒｏｎｉｃｓ ＡＭＰ Ｋｏｒｅａ Ｃｏ．，Ｌｔｄ ペダル装置及びその製造方法
DE102018004362B4 (de) 2018-06-01 2019-12-12 Psa Automobiles Sa Pedalanordnung für ein Kraftfahrzeug
US11767207B2 (en) * 2021-04-12 2023-09-26 Hangcha Group Co., Ltd. Multi-dimensional adjustable forklift driving system

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Also Published As

Publication number Publication date
DE10325495A1 (de) 2004-12-30
CN1753803A (zh) 2006-03-29
BRPI0406430A (pt) 2005-10-04
US20050241432A1 (en) 2005-11-03
WO2004108492A1 (fr) 2004-12-16
MXPA05007250A (es) 2006-01-17
JP2006526822A (ja) 2006-11-24

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