JP2012108573A - Trigger structure for link pedal retreat suppression mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a trigger structure for a link pedal retreat suppression mechanism in which high operational stability can be ensured for the link pedal retreat suppression mechanism by stabilizing deformation of a trigger.SOLUTION: In a trigger structure for a link pedal retreat suppression mechanism which includes a link mechanism 16 for transferring rotary motion of a pedal arm to linear motion of a push rod 9a of a master cylinder 9 and a trigger 15 attached to a pedal bracket 8 and in which the trigger 15 presses a link 19 of the link mechanism 16 with an impulse load from the front side of a vehicle and disengages an engaging portion 19a of the link 19 with a pedal shaft 3, thereby suppressing the movement of the pedal arm 2 to the back side of the vehicle. An auxiliary bracket 22 includes a wide abutting portion 22A which is abutted to a column bracket (car body side member) 23 arranged in the trigger 15 at the back side of the vehicle and becomes an input portion to the trigger 15, and is attached to the trigger 15.

Description

  The present invention relates to a trigger structure for a link-type pedal retraction suppression mechanism that rotates a pedal arm forward of a vehicle in conjunction with an operation in which a dash panel moves rearward of the vehicle in response to an impact load from the front of the vehicle.

  Vehicle brake pedal devices and clutch pedal devices each include a pedal arm that is pivotally supported by a pedal bracket attached to a dash panel so that its upper end is pivotable. By transmitting the amount of displacement to the brake master cylinder or the clutch master cylinder, a required braking or shifting operation is performed.

  By the way, since the master cylinder is directly attached to the dash panel, when the dash panel moves to the rear of the vehicle due to a large impact load from the front of the vehicle, the master cylinder attached to the dash panel also moves to the rear of the vehicle. There is a problem that the push rod rotates the pedal arm to the rear of the vehicle.

  In view of this, a link type pedal retraction suppression mechanism that rotates the pedal arm forward of the vehicle in conjunction with the movement of the dash panel to the rear of the vehicle in response to an impact load from the front of the vehicle has been proposed (for example, Patent Document 1). reference). Here, an example of a link-type pedal retraction suppression mechanism will be described below with reference to FIGS.

  That is, FIG. 10 is a cutaway side view of a brake pedal device provided with a conventional link type pedal retraction suppression mechanism, FIG. 11 is a front view of the brake pedal device, and FIG. 12 is a partial plan view of the brake pedal device. The upper end of the pedal arm 102 of the brake pedal device 101 is pivotally supported by the pedal bracket 108 by the pedal shaft 103 so as to be rotatable in the vehicle front-rear direction. Here, the pedal bracket 108 is attached to the dash panel 107, and a column bracket 123 for attaching the steering column 127 to the vehicle body is located behind the pedal bracket 108.

  Thus, the link-type pedal retraction suppressing mechanism includes a link mechanism 116 that connects the pedal shaft 103 and the pedal arm 102 and a trigger 115 attached to the pedal bracket 108. Here, the link mechanism 116 includes a first link 118 and a second link 119 connected to each other by a pin 117, and an intermediate portion of the first link 118 is rotated by a shaft 120 to an intermediate portion of the pedal arm 102. It is linked movably. Further, a hook-shaped engagement portion 119a cut out in a semicircular shape is formed at the upper end of the second link 119, and this engagement portion 119a is in a normal state (when a large impact load is not applied from the front of the vehicle). Is engaged with the outer periphery of the pedal shaft 103 from the front of the vehicle as shown in the figure. A spring is wound around the outer periphery of the pedal shaft 103. One end of the spring is locked to the pedal arm 102, the other end is locked to the second link 119, and the second link 119 is locked by the spring. The engaging portion 119a is biased in a direction to engage with the outer periphery of the pedal shaft 103.

  Incidentally, a brake master cylinder 109 is attached to the dash panel 107, and an end of a push rod 109 a extending from the brake master cylinder 109 toward the rear of the vehicle is connected to a lower end of the first link 118 by a pin 124. ing. A return spring 126 is wound around the outer periphery of the pedal shaft 103. One end of the return spring 126 is locked to the pedal bracket 108, and the other end is locked to the first link 118. The backlash is absorbed by the urging of the first link 118 by the return spring 126.

  The trigger 115 is a flat member formed into a U-shape when viewed from the side by press forming a sheet metal, and is arranged between the left and right side walls 108A and 108B of the pedal bracket 108 as shown in FIGS. The contact piece 115a projecting laterally at the tip is normally positioned behind the second link 119 with a predetermined gap between the second link 119 and the contact piece 115a. Yes.

  In the brake pedal device 101 having the link-type pedal retraction suppressing mechanism configured as described above, when the driver depresses the pedal 105 attached to the lower end of the pedal arm 102 at the normal time, the pedal arm 102 moves the pedal shaft 103. The center pivots forward of the vehicle, and the rotation of the pedal arm 102 is transmitted to the push rod 109a via the link mechanism 116, and the brake master cylinder 109 is driven to perform the required braking.

  By the way, when the vehicle receives a large impact load from the front, the dash panel 107 moves to the rear of the vehicle together with the pedal bracket 108 and the brake master cylinder 109 attached thereto, so that the trigger attached to the pedal bracket 108 is attached. 115 also moves toward the rear of the vehicle, and the rear end of the trigger 115 comes into contact with the column bracket 123 on the vehicle body side. Then, a part of the trigger 115 is deformed, and the abutting piece 115a protruding at the lower end presses the intermediate portion of the second link 119 of the link mechanism 116 toward the front of the vehicle, thereby the second link 119. The engaging portion 119a at the upper end is released from the pedal shaft 103 and becomes free.

  As described above, when the engaging portion 119a of the second link 119 is released from the pedal shaft 103 and becomes free, the first link 118 is rotated counterclockwise in FIG. The pedal 102 is turned around the pedal shaft 103 and retracted, and the retreat of the pedal arm 102 is suppressed.

Japanese Patent No. 4006676

  In the link type pedal retraction suppression mechanism provided in the conventional brake pedal device 101 shown in FIGS. 10 to 12, when the vehicle receives a large impact load from the front, the trigger 115 is located behind it as described above. The contact piece 115a projecting from the lower end of the column bracket 123 contacts the intermediate portion of the second link 119 of the link mechanism 116 and presses it forward of the vehicle. However, in this case, the following problems may occur.

  That is, as shown in FIG. 12, the attachment point of the trigger 115 to the pedal bracket 108, the input point of the trigger 115 (the contact point to the column bracket 123) P, and the action point of the trigger 115 (the contact to the second link 119). Contact) Q is not on the same plane, and the input point P and the action point Q of the trigger 115 are offset by ε shown in the left-right direction of the vehicle. As shown by a broken line in FIG. 12, a moment is generated to cause a lateral deformation, and an unintended deformation such as a fall of the trigger 115 may occur, and the deformation of the trigger 115 may not be stable. Thus, when the deformation | transformation of the trigger 115 is not stabilized, there exists a possibility that the pressing force which removes the engaging part 119a of the 2nd link 119 by the trigger 115 from the pedal shaft 103 may be insufficient.

  In order to solve the above problem, it is conceivable that the trigger 115 is stably rotated by providing a rotating shaft such as the trigger 115 is fastened and fixed to the pedal bracket 108 by a single bolt. When such a configuration is adopted, there is a problem that the number of assembling steps increases and the cost increases.

  The present invention has been made in view of the above problems, and the purpose of the present invention is to link the trigger while stabilizing the deformation of the trigger while attaching the trigger to the pedal bracket without increasing the number of assembling steps or increasing the cost. It is an object of the present invention to provide a trigger structure for a link-type pedal retraction suppression mechanism that can ensure high operational stability in the pedal retraction suppression mechanism.

  In order to achieve the above object, the invention according to claim 1 is a link mechanism that transmits the rotational motion of the pedal arm pivotally supported by the pedal bracket to the linear motion of the push rod of the master cylinder. A mechanism including a trigger attached to the pedal bracket, wherein the trigger presses the link of the link mechanism due to an impact load from the front of the vehicle to disengage the link from the pedal shaft. In the trigger structure of the link-type pedal retraction suppressing mechanism that suppresses the movement of the pedal arm to the rear of the vehicle, the abutting against the vehicle body side member disposed on the vehicle rear side of the trigger serves as an input portion to the trigger. An auxiliary bracket having a wide contact portion is attached to the trigger.

  The invention according to claim 2 is characterized in that, in the invention according to claim 1, the contact portion of the auxiliary bracket extends so as to cross the rear of the link of the link mechanism in the left-right direction of the vehicle.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the auxiliary bracket is provided with a reinforcing portion that reinforces a portion between the action point and the input point of the trigger.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein an attachment point of the trigger is welded to the pedal bracket, and an easily deformable portion is provided between the attachment point and the action point. It is formed.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the trigger attachment point is welded to the left and right side walls of the pedal bracket.

  According to the first aspect of the present invention, when the vehicle receives a large impact load from the front, the wide contact portion of the auxiliary bracket attached to the trigger surely contacts the vehicle body side member, and the trigger is mounted on the vehicle body side. Since the trigger is prevented from falling down because it abuts against a member at a plurality of points or in a wide range, its posture is stabilized, and the pedal is always released from engagement with the link pedal shaft of the link mechanism with certainty. Since the arm retraction can be suppressed, high operating stability is ensured in the link type pedal retraction suppressing mechanism.

  According to the second aspect of the present invention, the contact portion of the auxiliary bracket attached to the trigger is extended so as to cross the rear of the link of the link mechanism in the left-right direction of the vehicle. The trigger input points (contact points to the vehicle body side member) can be arranged on both sides of the position), and the trigger is generated by the reverse moment generated by the offset of the trigger action point and the input point in the vehicle width direction. The moment can be offset and kept small, the trigger can be prevented from falling due to the moment, and its posture can be stabilized. The trigger always releases the link of the link mechanism with the pedal shaft. The backward movement of the pedal arm can be suppressed.

  According to the third aspect of the present invention, since the portion between the trigger operating point and the input point is reinforced by the reinforcing portion of the auxiliary bracket and the deformation of the portion is suppressed, the trigger input point to the trigger The input force can be reliably transmitted to the point of application, and the engagement of the link mechanism with the pedal shaft of the link mechanism can always be reliably released by this force, thereby suppressing the backward movement of the pedal arm. In particular, even when the engagement of the link with the pedal shaft is strengthened to prevent unnecessary release of the link, the engagement with the link pedal shaft is applied when a large impact load is applied from the front of the vehicle. The match can be released with certainty. Since the auxiliary bracket can be integrally formed with the reinforcing portion and the abutting portion, the force input from the abutting portion to the trigger can be reliably transmitted to the operating point via the reinforcing portion. The engagement of the link with the pedal shaft when a large impact load is applied from the front can be reliably released, and the productivity of the auxiliary bracket is enhanced.

  According to the fourth aspect of the present invention, since the trigger attachment point is welded to the pedal bracket, the number of assembling steps of the trigger is reduced, and the cost can be reduced. In addition, since an easily deformable portion is formed between the trigger attachment point and the action point, a large impact load is applied from the front of the vehicle, so that when the force is applied to the trigger from the vehicle body side member, the trigger is moved between the attachment point and the action point. It is deformed by the easily deformable portion, and deformation between the trigger input point and the action point is suppressed. For this reason, the deformation and posture of the trigger are stabilized, and the force input from the input point to the trigger can be reliably transmitted to the action point, and the engagement of the link with the pedal shaft can be reliably released by this force. Can do. The easily deformable portion can be formed by a notch that locally narrows the trigger, and the easily deformable portion can be formed with a simple configuration to increase the productivity of the trigger.

  According to the fifth aspect of the present invention, since the trigger attachment point is welded to the left and right side walls of the pedal bracket, the rigidity of the pedal bracket can be increased by the trigger, and a case where a large impact load is received from the front of the vehicle. Also, the trigger can be effectively used as a reinforcing member for the pedal bracket.

It is a disassembled perspective view of a brake pedal device provided with the link type pedal retreat suppression mechanism concerning the present invention. It is a fracture side view showing the state at the time of normal time of a brake pedal device provided with a link type pedal retreat control mechanism concerning the present invention. It is a front view which shows the state at the time of the normal time of a brake pedal apparatus provided with the link type pedal retraction suppression mechanism which concerns on this invention. It is a partial top view which shows the state at the time of the normal time of a brake pedal apparatus provided with the link type pedal retraction suppression mechanism which concerns on this invention. It is a fracture side view showing a state when an impact load is applied from the front side of a vehicle of a brake pedal device including a link type pedal retraction suppressing mechanism according to the present invention. It is a partial top view which shows a state when an impact load is added from the vehicle front of a brake pedal apparatus provided with the link type pedal retraction suppression mechanism which concerns on this invention. It is a side view of the trigger of the link type pedal retraction suppression mechanism concerning the present invention. It is a front view (figure of the arrow A direction of FIG. 7) of the trigger of the link type pedal retraction suppression mechanism concerning the present invention. It is a perspective view of the trigger of the link type pedal retraction suppression mechanism concerning the present invention. It is a fracture | rupture side view of a brake pedal apparatus provided with the conventional link type pedal retraction suppression mechanism. It is a front view of a brake pedal device provided with the conventional link type pedal retreat suppression mechanism. It is a partial top view of a brake pedal device provided with the conventional link type pedal retreat suppression mechanism.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is an exploded perspective view of a brake pedal device having a link-type pedal retraction suppressing mechanism according to the present invention, FIG. 2 is a cutaway side view showing a normal state of the brake pedal device, and FIG. FIG. 4 is a partial plan view showing a normal state of the brake pedal device, and FIG. 5 is a cutaway side view showing a state when an impact load is applied from the front of the vehicle of the brake pedal device. 6 is a partial plan view showing a state of the brake pedal device when an impact load is applied from the front of the vehicle, FIG. 7 is a side view of the trigger, and FIG. 8 is a front view of the trigger (in the direction of arrow A in FIG. 7). FIG. 8 is a perspective view of the trigger.

  The brake pedal device 1 according to the present embodiment includes a pedal arm 2, and this pedal arm 2 is constituted by a pipe material, and a cylindrical pedal shaft 3 is provided at an upper end portion thereof as shown in FIG. It is inserted and fixed horizontally. A circular hole (not shown) is provided in the middle portion of the pedal arm 2 in the lateral direction, and bushes 4 are fitted to the left and right openings of the circular hole. A pedal 5 for a driver to step on with a foot is attached to the lower end portion of the pedal arm 2, and the operation of the pedal arm 2 is transmitted to the right side below the pedal shaft 3 of the pedal arm 2. A pressing member 6 made of a sheet metal for pressing a brake lamp switch (not shown) and pressing it is attached. As shown in FIG. 1, the pedal 5 is configured by adhering a rubber pedal pad 5 b on a substantially rectangular metal plate 5 a bonded to the lower end of the pedal arm 2.

  Further, as shown in FIG. 2, a pedal bracket 8 and a brake master cylinder 9 (only a portion inside the vehicle compartment S2 is shown) are attached to a dash panel 7 that partitions the engine room S1 and the vehicle compartment S2 of the vehicle. Yes. Here, the pedal bracket 8 is a sheet metal member, and the casing 8 of the dash panel 7 is formed by fastening the flanges 8a and 8b of the left and right side walls 8A and 8B arranged in the vehicle width direction with bolts (not shown). It is attached to the surface on the S2 side.

  As shown in FIG. 1, bolt insertion holes 8 c (only one is shown in FIG. 1) are formed at opposite positions of the left and right side walls 8 </ b> A and 8 </ b> B of the pedal bracket 8. Note that a bracket 10 is formed on the right side wall 8B, and the movement of the pedal arm 2 is detected by the pressing member 6 in the circular engagement hole 10a formed in the bracket 10 to prevent the vehicle from being damaged. A brake lamp switch for lighting the illustrated brake lamp is fitted and fixed.

  Here, the upper end portion of the pedal arm 2 is supported by the pedal bracket 8 so as to be rotatable in the vehicle front-rear direction by the following mounting structure.

  That is, as shown in FIG. 1, a cylindrical collar 11 is inserted into the inside of the pedal shaft 3 that is inserted and fixed laterally to the upper end portion of the pedal arm 2, and the outer periphery of both end portions in the axial direction of the collar 11. The sliding resistance reducing and positioning bushes 12 are respectively fitted into the. While maintaining this state, the upper end of the pedal arm 2 is fitted between the left and right side walls 8A and 8B of the pedal bracket 8, and the bolt insertion hole 8c formed on the right side wall 8B of the pedal bracket 8 is inserted to the right side. A bolt 13 inserted through the bolt 11 is passed through the inside of the collar 11 and screwed into a screw portion of the bolt 13 protruding leftward from the bolt insertion hole 8c formed in the left side wall 8A of the pedal bracket 8 of the bolt 13. By tightening the nut 14, the upper end portion of the pedal arm 2 is attached to the pedal bracket 8 so as to be rotatable in the vehicle front-rear direction around the bolt 13.

  Thus, in the brake pedal device 1 according to the present embodiment, when the vehicle receives a large impact from the front, the pedal arm 2 is rotated forward to suppress the rearward movement thereof. A link-type pedal retraction suppression mechanism is provided. The link-type pedal retraction suppression mechanism is a link that connects the trigger 15 attached to the pedal bracket 8, the pedal arm 2, the pedal shaft 3, and the brake master cylinder 9. A mechanism 16 is included.

  The link mechanism 16 is disposed on the left side of the pedal arm 2, and includes a first link 18 disposed on the lower side and a second link 19 disposed on the upper side that are connected to each other by a pin 17. ing. A hook-shaped engaging portion 19a (see FIG. 1) cut out in a semicircular shape is formed at the upper end of the second link 19, and this engaging portion 19a is in the normal state shown in FIGS. When not receiving a large impact from the front of the vehicle, the outer periphery of the pedal shaft 3 is engaged from the front side of the vehicle. Further, the intermediate portion of the first link 18 passes a shaft 20 projecting laterally therefrom through a circular hole (not shown) formed in the left and right bushes 4 and the pedal arm 2, and a snap ring 21 at the end thereof. Is pivotally connected to the pedal arm 2.

  As shown in FIGS. 7 to 9, the trigger 15 is a vertically flat member formed in a substantially U-shaped side view from the left side by press forming of a sheet metal, as shown in FIG. Further, the pedal bracket 8 is disposed between the left and right side walls 8A and 8B, and a contact piece 15a is provided projecting leftward at the lower end of the tip. The substantially U-shaped trigger 15 has a vertical portion 15A which is a portion extending in the vertical direction on the rear side of the vehicle, and a horizontal portion extending horizontally from side to side at the upper front portion of the vertical portion 15A of the trigger 15. 15B is formed, and welding flanges 15b stand upright at both left and right ends of the horizontal portion 15B.

  By the way, as shown in FIGS. 7-9, in this Embodiment, the auxiliary | assistant bracket 22 bent in the L-shape is joined to the left side surface of 15 A of vertical parts of the trigger 15 by spot welding. The auxiliary bracket 22 includes a contact portion 22A that extends horizontally toward the left side when attached to the trigger 15, and a reinforcing portion 22B that is bent perpendicularly downward from the contact portion 22A. The auxiliary bracket 22 is joined to the trigger 15 by spot-welding the reinforcing portion 22B against the left side surface of the vertical portion 15A of the trigger 15. Here, the rear surface of the contact portion 22A of the auxiliary bracket 22 forms a contact surface that is wide in the left-right direction, and this contact surface is behind the second link 19 of the link mechanism 16 as shown in FIG. Is extended across the vehicle in the left-right direction.

  Thus, the trigger 15 to which the auxiliary bracket 22 is attached is arranged between the left and right side walls 8A and 8B of the pedal bracket 8, as shown in FIG. Are attached to the pedal bracket 8 by spot welding to the side walls 8A and 8B. In the state where the trigger 15 is attached to the pedal bracket 8 in this way, in the normal state shown in FIGS. 2 to 4 (when a large impact load does not act from the front of the vehicle), the contact piece 15a of the trigger 15 is 2 and 3, it is located behind the second link 19 in a state where a predetermined gap is provided between the second link 19 and the contact portion 22A of the auxiliary bracket 22 is shown in FIG. And as shown in FIG. 4, it is located in the state which provided the predetermined clearance gap between this column bracket 23 ahead of the column bracket 23 which is a vehicle body member.

  By the way, as described later, when the vehicle receives a large impact load from the front, the contact portion 22A (contact surface) of the auxiliary bracket 22 attached to the trigger 15 is arranged on the vehicle rear side of the trigger 15. The abutting piece 15a of the trigger 15 abuts on the second link 19 of the link mechanism 16 and presses the second link 19 while abutting on the column bracket 23. As shown in FIG. 4 and FIG. 9, a notch 15 c constituting an easily deformable portion is formed between the attachment portion of the trigger 15 to the pedal bracket 8 and the action portion (specifically, the attachment portion and the input portion). ing. Here, since the easily deformable portion is configured by the notch 15c that locally narrows the width of a part of the trigger, the easily deformable portion can be formed with a simple configuration to increase the productivity of the trigger 15. Further, as shown in FIG. 9, a right-angled bent portion is formed between the left and right welding flanges 15b, which are the mounting portions of the trigger 15, and the notch 15c, and the rigidity of the trigger 15 is enhanced by this bent portion. As a result, stress concentrates on the notch 15c, and the trigger 15 can be stably deformed at the notch 15c when the vehicle receives a large impact load from the front. In addition, the front side of the horizontal portion 15B is bent slightly upward, and a ridge line formed by bending extending in the left-right direction is formed. Specifically, a ridge line by this bending is formed between the left and right welding flanges 15b. This bent shape (ridge line shape) increases the rigidity of the trigger 15, improves the connection strength for connecting the left and right side walls 8 </ b> A and 8 </ b> B of the pedal bracket 8, and improves the feeling of pedal operation.

  Further, the reinforcing portion 22B of the auxiliary bracket 22 is joined between the action portion of the trigger 15 and the input portion, and functions to reinforce this portion. Specifically, the rear end of the reinforcing portion 22B extends to a position overlapping the contact piece 15a when viewed from the vertical direction of the vehicle.

  As shown in FIG. 2, a push rod 9 a extends from the brake master cylinder 9 attached to the dash panel 7 toward the rear of the vehicle, and the tip of the push rod 9 a is the lower end of the first link 18. The parts are connected by pins 24. Here, as shown in FIG. 2, the connecting point of the first link 18 constituting the link mechanism 16 with the second link 19 by the pin 17 is the shaft 20 and the pedal shaft in the middle of the first link 18 in the vertical direction. It is located between 3. More specifically, as shown in FIG. 2, the respective shafts are arranged in the order of the pin 24, the shaft 20, the pin 17, and the engaging portion 19 a (the pedal shaft 3) from the lower side. The pin 17 is disposed on the rear side of the straight line connecting the shaft 20 and the pedal shaft 3.

  Further, two springs 25 and 26 which are coil springs are wound around the outer periphery of the pedal shaft 3, and as shown in FIGS. 2 and 3, one end of one spring 25 is locked to the pedal arm 2, The other end is locked to the second link 19, and the spring 25 urges the engaging portion 19 a of the second link 19 in a direction to engage with the pedal shaft 3, and the position of the pin 17 is further set in the vehicle. The backlash of the link mechanism 16 is absorbed by urging it so as to be positioned on the rear side of the link mechanism 16. One end of the other spring 26 is locked at a position below the shaft 20 of the first link 18, and the other end is locked to the left side wall 8 </ b> A of the pedal bracket 8. The link 18 is urged counterclockwise in FIG. Further, as a result, the pedal arm 2 is urged counterclockwise in FIG. 2 about the pedal shaft 3 (bolt 13) by this urging force. Note that the second link 19 engaged with the pedal shaft 3 restricts (blocks) the counterclockwise rotation in FIG. 2 due to the urging force of the spring 26 and the reaction force received from the push rod 9a. .

  Incidentally, as shown in FIG. 2, a steering column 27 is disposed in the vehicle compartment S2 so as to be attached to the column bracket 23, which is a vehicle body side member, in a state of being inclined obliquely downward toward the front. A rotatable steering shaft 28 is inserted and supported inside the column 27. Although not shown, a steering wheel is connected to the upper end (rear end) of the steering shaft 28, and the upper end of the intermediate shaft is connected to the lower end (front end) via a universal joint.

  Thus, when the pedal arm 2 is in the normal state shown in FIGS. 2 to 4 (when the vehicle does not receive a large impact load from the front), the abutting piece 15a projecting laterally at the lower end of the trigger 15 is As mentioned above, the contact portion 22A of the auxiliary bracket 22 attached to the trigger 15 is located behind the second link 19 with a predetermined gap between the second link 19 and the second link 19. As shown in FIG. 4, it is located in front of the column bracket 23, which is a vehicle body member, with a predetermined gap between the column bracket 23 and the column bracket 23.

  Next, the operation of the brake pedal device 1 provided with the link type pedal retraction suppressing mechanism configured as described above will be described.

  2 to 4, since the engaging portion 19 a of the second link 19 is engaged with the pedal shaft 3 as shown in the drawing, the rotation of the second link 19 and the first link 18 is performed. When the driver depresses the pedal 5 attached to the lower end of the pedal arm 2 with his / her foot, the pedal arm 2 rotates about the pedal shaft 3 (bolt 13) toward the front of the vehicle. 2 is transmitted to the push rod 9a by the link mechanism 16, and the push rod 9a is linearly moved and pushed, so that the brake master cylinder 9 is driven to generate a required braking force on the vehicle, and the vehicle stops. Or it is decelerated.

  By the way, when the vehicle receives a large impact load from the front, the dash panel 7 moves to the rear of the vehicle together with the pedal bracket 8 and the brake master cylinder 9 attached thereto, so that the trigger attached to the pedal bracket 8 As shown in FIGS. 5 and 6, the contact portion 22A of the auxiliary bracket 22 attached to the trigger 15 contacts the column bracket 23 on the vehicle body side. Then, the trigger 15 is deformed at the portion of the notch 15c which is an easily deformable portion, and the vertical portion 15A rotates around the notch 15c in the arrow direction (clockwise) in FIG. The provided contact piece 15a contacts the intermediate portion of the first link 19 of the link mechanism 16 and presses it forward of the vehicle, whereby the engaging portion 19a at the upper end of the second link 19 is removed from the pedal shaft 3. It comes off and becomes free.

  As described above, when the engaging portion 19a of the second link 19 is disengaged from the pedal shaft 3 and becomes free, the first link 18 is centered on the shaft 20 by the urging force of the spring 26, and is in the direction indicated by the arrow in FIG. Therefore, the pedal arm 2 pivots away from the position indicated by the chain line in FIG. 5 to the position indicated by the solid line with the pedal shaft 3 (bolt 13) as the center, and is retracted. The retreat of is reliably suppressed.

  As described above, according to the present embodiment, when the vehicle receives a large impact load from the front, the wide contact portion 22A of the auxiliary bracket 22 attached to the trigger 15 reliably contacts the column bracket 23, and FIG. As shown, the trigger 15 and the auxiliary bracket 22 are brought into contact with the column bracket 23 at a plurality of input points P1 and P2, so that the trigger 15 is prevented from falling and its posture is stabilized. Since the engagement of the engaging portion 19a of the 16 second link 19 with the pedal shaft 3 can always be reliably released and the backward movement of the pedal arm 2 can be restrained, the link type pedal backward restraining mechanism has high operational stability. Can be secured.

  Further, according to the present embodiment, the contact portion 22A of the auxiliary bracket 22 attached to the trigger 15 is extended so as to cross the rear of the second link 19 of the link mechanism 16 in the left-right direction of the vehicle. As shown, input points P1 and P2 of the trigger 15 (contact points to the column bracket 23) P1 and P2 can be arranged on both sides of the action point Q of the trigger 15 (contact position to the second link 19) Q. The moment generated in the trigger 15 can be offset and reduced by the reverse moment generated by the offset in the vehicle width direction of the 15 action point Q and the input points P1 and P2, and the trigger 15 can be prevented from falling due to the moment. The posture can be stabilized, and the engagement of the engaging portion 19a of the second link 19 of the link mechanism 16 with the pedal shaft 3 is always reliably released by the trigger 15. It is possible to suppress the retraction of the pedal arm 2.

  Furthermore, according to the present embodiment, the portion between the operating point Q of the trigger 15 and the input points P1 and P2 is reinforced by the reinforcing portion 22B of the auxiliary bracket 22 and the deformation of the portion is suppressed. The force input to the trigger 15 from the 15 input points P1 and P2 can be reliably transmitted to the action point Q. With this force, the pedal shaft 3 of the engaging portion 19a of the second link 19 of the link mechanism 16 and Can always be reliably released to prevent the pedal arm 2 from retreating. In particular, even when the engagement of the engaging portion 19a of the second link 19 with the pedal shaft 3 is strengthened in order to prevent unnecessary release of the second link 19, a large impact load is applied from the front of the vehicle. When added, the engagement of the engagement portion 19a of the second link 19 with the pedal shaft 3 can be reliably released. In addition, since the contact portion 22A and the reinforcement portion 22B can be integrally formed on the auxiliary bracket 22, the force input to the trigger 15 from the contact portion 22A can be reliably applied to the action point Q via the reinforcement portion 22B. It is possible to reliably transmit the engagement between the engagement portion 19a of the second link 19 and the pedal shaft 3 when a large impact load is applied from the front of the vehicle, and the productivity of the auxiliary bracket 22 is improved. Is increased.

  In this embodiment, since the attachment point of the trigger 15 is welded to the pedal bracket 8, the number of steps for assembling the trigger 15 is reduced and the cost is reduced. Further, since the notch 15c, which is an easily deformable portion, is formed between the attachment point of the trigger 15 and the input points P1 and P2, a large impact load acts from the front of the vehicle, and the pedal bracket 8 is retracted from the column bracket 23. When a force is applied to the trigger 15, the trigger 15 is stably deformed at a notch 15 c between the attachment point and the action point Q (specifically, the attachment point and the input points P 1 and P 2). Deformation between the points P1, P2 and the action point Q is suppressed. For this reason, the deformation and posture of the trigger 15 are stabilized, and the force input to the trigger 15 from the input points P1 and P2 can be reliably transmitted to the action point Q, and the engaging portion of the second link 19 can be transmitted by this force. The engagement with the pedal shaft 3 of 19a can be reliably released.

  In addition, in the present embodiment, the left and right welding flanges 15b, which are the attachment points of the trigger 15, are welded to the left and right side walls 8A, 8B of the pedal bracket 8, so that the rigidity of the pedal bracket 8 is enhanced by the trigger 15 and the front of the vehicle The trigger 15 can be effectively used as a reinforcing member for the pedal bracket 8 even when a large impact load is applied.

  In the above description, the present invention is applied to the brake pedal device. However, the present invention is naturally applicable to the clutch pedal device.

1 Brake pedal device (pedal device)
2 Pedal Arm 3 Pedal Shaft 5 Pedal 7 Dash Panel 8 Pedal Bracket 8A, 8B Side Wall of Pedal Bracket 9 Brake Master Cylinder 9a Brake Master Cylinder Push Rod 15 Trigger 15a Trigger Contact Piece 15b Trigger Weld Flange (Mounting Point)
16 Link mechanism 17 Pin (connection point between first link and second link)
18 First link 19 Second link 19a Second link engagement portion 22 Auxiliary bracket 22A Auxiliary bracket contact portion 22B Auxiliary bracket reinforcement portion 23 Column bracket (vehicle body side member)
P1, P2 Trigger input point Q Trigger action point

Claims (5)

A mechanism that includes a link mechanism for transmitting the pivoting motion of the pedal arm pivotally supported by the pedal bracket to the pedal bracket to the linear motion of the push rod of the master cylinder, and a trigger attached to the pedal bracket. The trigger presses the link of the link mechanism by an impact load from the front of the vehicle and releases the engagement of the link with the pedal shaft, thereby suppressing the movement of the pedal arm to the rear of the vehicle. In the trigger structure of the link type pedal retraction suppression mechanism,
A link-type pedal retraction suppression mechanism characterized in that an auxiliary bracket provided with a wide abutting portion which is in contact with a vehicle body side member arranged on the vehicle rear side of the trigger and serves as an input portion to the trigger is attached to the trigger. Trigger structure.   The trigger structure of the link type pedal retraction suppressing mechanism according to claim 1, wherein the contact portion of the auxiliary bracket extends so as to cross the rear of the link of the link mechanism in the left-right direction of the vehicle.   The trigger structure of the link type pedal retraction suppressing mechanism according to claim 1 or 2, wherein the auxiliary bracket is provided with a reinforcing portion that reinforces a portion between an action point and an input point of the trigger.   The link type pedal retraction according to any one of claims 1 to 3, wherein an attachment point of the trigger is welded to the pedal bracket, and an easily deformable portion is formed between the attachment point and the action point. The trigger mechanism of the suppression mechanism. The trigger structure of the link type pedal retraction suppression mechanism according to any one of claims 1 to 4, wherein the trigger attachment point is welded to the left and right side walls of the pedal bracket.

Images