JP2014186369A - Brake pedal device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake pedal device configured to prevent a brake pedal from moving toward the rear of a vehicle when an external force is applied, to achieve the operation with a low load.SOLUTION: A pedal bracket 22 is fixed to a dash panel 16 at the inside of a vehicle cabin. A first brake arm 20 is swingably supported by the pedal bracket 22, and includes a brake pedal pad 20a arranged at one end. A clevis 31 connects a push rod 32 having one end connected to a brake device with a second brake arm 26. A second arm 36b of a rotary link arm 36 applies a pressing force in a direction of crossing an axial direction of the push rod 32 so as to bend a connection state between the push rod 32 and the clevis 31, as the pedal bracket 22 moves toward the rear of the vehicle. A connection part 33 between the clevis 31 and the push rod 32 can be deformed by the pressing force, to release the connection between the clevis 31 and the push rod 32.

Description

  The present invention relates to a brake pedal device, and more particularly to a brake pedal device that suppresses backward movement of the brake pedal to the rear of the vehicle when an external force is applied from the front of the vehicle.

  2. Description of the Related Art Conventionally, a vehicle fluid that applies a braking force to a vehicle wheel by generating a fluid pressure in the fluid pressure circuit according to the operating force of the brake pedal and supplying the fluid pressure in the fluid pressure circuit to a wheel cylinder. Pressure brake devices are known. In the case of such a hydraulic brake device for a vehicle, a brake pedal device such as a brake pedal and its link mechanism is arranged on the vehicle compartment side across a dash panel that is a partition wall, and a hydraulic pressure generating unit such as a brake booster or a master cylinder Is located outside the dash panel. The brake pedal device and the hydraulic pressure generating unit side are connected by a push rod.

  By the way, in the unlikely event that an external force greater than the front of the vehicle is applied, for example, when an external force is applied due to a collision or the like, the external components including the hydraulic pressure generating part move to the dash panel side due to the external force and the dash panel is moved. It is conceivable that the brake pedal device is pushed rearward while being deformed. Even in such a case, it is desirable to provide a structure capable of suppressing the uncomfortable feeling that the brake pedal device, particularly the brake pedal pad moves to the rear of the vehicle. For example, in Patent Document 1, when an external force is applied from the front of the vehicle, the brake pedal device itself is rotated to bend the push rod so that the displacement amount of the vehicle exterior component is not directly transmitted to the brake pedal device. The structure which reduces the reverse | retreat amount of a brake pedal apparatus is disclosed.

  Further, in Patent Document 2 and Patent Document 3, when an external force is applied from the front of the vehicle, the brake pedal turns to the vehicle rear side to bend the push rod, and the brake pedal is further moved to the vehicle rear side. An apparatus for preventing movement is disclosed.

JP 2001-233187 A Japanese Patent Laid-Open No. 11-198776 JP-A-11-198778

  However, since the push rod needs to transmit the pedaling force of the brake pedal to the brake booster during normal braking operation, it must have sufficient strength against the axial compressive load by increasing the diameter of the push rod. There is. Therefore, when providing a structure that bends the push rod in order to realize the function of preventing the brake pedal from retreating as described above, a bending structure that can generate a force sufficient to bend the high-strength push rod is required. For example, in order to bend the push rod, it is necessary to increase the strength of a part that abuts the push rod. As a result, the reverse prevention structure has been increased in weight and size. In addition, when the push rod is bent, it is necessary to receive the reaction force of the bending force with the vehicle component, but when the bending force of the push rod increases, the strength of the vehicle component that receives the reaction force is also increased. There is a need to improve. As a result, the weight and size of vehicle components have been increased.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a brake capable of suppressing the movement of the brake pedal toward the rear of the vehicle when an external force is applied and realizing the operation with a low load. The object is to provide a pedal device.

  In order to solve the above-described problems, a brake pedal device according to an aspect of the present invention is disposed between a partition that separates the interior and exterior of a passenger compartment where the brake pedal is disposed, and a vehicle body component that is behind the vehicle from the partition. A pedal bracket fixed to the partition; a brake arm supported swingably on the pedal bracket and having a brake pedal pad at one end; a push rod having one end connected to a brake device; and the other end of the brake arm And a pressing force in a direction crossing the axial direction of the push rod so as to bend the connection state between the push rod and the connecting member as the pedal bracket moves rearward of the vehicle. An urging member to be applied. A connecting portion between the connecting member and the push rod is configured to be deformable by the pressing force, and the connection between the connecting member and the push rod is released by the deformation.

  According to this aspect, the connecting portion between the connecting member and the push rod is deformed by the pressing force in the direction intersecting the axial direction of the applied push rod, and the connection between both is released. As a result, even if the pedal bracket moves to the rear of the vehicle, the amount of movement can be prevented from being transmitted as it is to the brake arm or the brake pedal pad, and can be prevented from being reflected in the movement to the rear of the vehicle compartment. In this case, the connection between the connecting member and the push rod is released by deforming the connecting portion by a pressing force in a direction intersecting the axial direction of the push rod, in which no force is input in a normal brake operation. Therefore, in order to suppress the movement of the brake arm or brake pedal pad to the rear of the passenger compartment, no force is required to deform or break the push rod itself.

  The connecting member may have a wall portion including an opening through which the push rod can be inserted. The push rod is disposed on the push rod side with respect to the wall portion and is engageable with the wall portion, and the push rod is disposed on the connecting member side with respect to the wall portion and the wall portion. A second engaging member that is engageable and deforms when the pressing force is applied and can be disengaged from the wall, and the first engaging member and the second engaging member It may be connected with the connecting member by sandwiching the partition wall with the engaging member. In this case, normally, the force input by depressing the brake pedal pad is transmitted when the wall portion of the connecting member pushes the first engaging member. That is, the second engagement member only needs to have a strength to maintain the contact state between the wall portion and the first engagement member. Therefore, the second engagement member can perform a normal braking operation even if it has a strength that can be deformed by a pressing force in a direction intersecting the axial direction of the push rod within a range in which the contact state between the wall portion and the first engagement member can be secured. I do not disturb. That is, the second engagement member that deforms with a low load can be used, and the force for releasing the connection between the connection member and the push rod can be reduced.

  The second engagement member is formed to be larger than the opening and to be inserted through the opening, engage with the wall, and deform when the pressing force is applied. And a deformable engagement portion that can pass therethrough. For example, a pair of deformation engaging portions can be arranged at positions orthogonal to the direction in which the pressing force is applied. In this case, if the deformation engagement portion is deformed by the pressing force, the insertion engagement portion and the deformation engagement portion which is the other portion of the second engagement member pass through the opening. As a result, the clamping state between the first engagement member and the second engagement member is released. That is, the connection between the connecting member and the push rod can be easily released.

  The urging member may be a rotary link arm that rotates as the pedal bracket moves rearward of the vehicle. According to this aspect, it is possible to easily apply a pressing force in a direction intersecting with the axial direction of the push rod.

  ADVANTAGE OF THE INVENTION According to this invention, when external force is provided, while suppressing the movement to the vehicle rear of a brake pedal, the brake pedal apparatus which can implement | achieve the operation | movement with a low load can be provided.

It is explanatory drawing explaining the state before and behind the pedal retraction prevention operation | movement of the brake pedal apparatus which concerns on embodiment. It is explanatory drawing explaining the connection state of the connection member and push rod of the brake pedal apparatus which concern on embodiment. It is explanatory drawing explaining the shape of the connection member of the brake pedal apparatus which concerns on embodiment. It is explanatory drawing explaining the shape of the 2nd engagement member of the brake pedal apparatus which concerns on embodiment. In the brake pedal device concerning an embodiment, it is an explanatory view explaining the engagement state of the 2nd engagement member and a connection member. It is explanatory drawing explaining the state by which the connection state of the connection member of the brake pedal apparatus which concerns on embodiment, and a push rod was cancelled | released.

  Hereinafter, the best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.

  FIG. 1 is an explanatory diagram illustrating the overall configuration of a brake pedal device 10 according to the present embodiment. FIG. 1A is an explanatory diagram illustrating a state before a pedal retraction preventing operation of the brake pedal device 10 according to the embodiment, and FIG. 1B is an explanatory diagram illustrating a state after a pedal retreating preventing operation. It is. Note that, in the drawings described below, only the components that are at least necessary in the present embodiment are shown, and the other components are omitted as appropriate. Also, illustrations of parts that are the same between the drawings are omitted as appropriate.

  As shown in FIG. 1A, a dash panel 16 is disposed substantially vertically as a partition wall that partitions the engine room 12 and the vehicle interior space 14. An upper end portion of the dash panel 16 is disposed with a vehicle width direction as a longitudinal direction and is fixed to a cowl inner panel (not shown) constituting a part of the cowl by spot welding or the like. The lower end of the dash panel 16 is fixed to a floor panel (not shown) by spot welding or the like.

  A brake (not shown) is provided on the engine room 12 side of the dash panel 16 to enhance the driver's pedaling force applied to a brake pedal pad 20a fixed to one end of the first brake arm 20 constituting the brake pedal 18. A booster is arranged. In addition, a master cylinder for converting the pressure increased by the brake booster into a hydraulic pressure, a reservoir tank for storing and replenishing the brake fluid following the volume change of the hydraulic system, and the like are arranged.

  On the other hand, a pipe-like instrument panel reinforcement (not shown) that functions as a vehicle body component of a high-strength and high-rigidity member that extends in the vehicle width direction on the vehicle interior space 14 side, that is, the vehicle rear side across the dash panel 16. ) Is arranged. Further, on the vehicle interior space 14 side, a reinforcing material that reinforces the cowl disposed at the upper end of the dash panel 16 and reinforces the instrument panel reinforcement is disposed. This reinforcing material is fixed to the instrument panel reinforcement by welding or the like, and becomes an instrument panel reinforcement assembly. In the case of this embodiment, the instrument panel reinforcement bracket is fixed to the reinforcing material of the instrument panel reinforcement assembly.

  A pedal bracket 22 is fixed to the dash panel 16 on the vehicle interior space 14 side. The pedal bracket 22 has two side plates 22a that are opposed to each other at an interval in the vehicle width direction, and is connected to the dash panel 16 with bolts or the like. A first rocking shaft 24 that is the rocking center of the first brake arm 20 is inserted through the side plate 22a. Further, a second rocking shaft 28 serving as the rocking center of the second brake arm 26 is inserted into the side plate 22a. The first brake arm 20 and the second brake arm 26 are connected by an arm link 30. Accordingly, when the brake pedal pad 20a is depressed in the direction of arrow A by the driver and the first brake arm 20 rotates in the direction of arrow B about the first swing shaft 24, the second brake arm 26 is moved to the second swing shaft. It rotates in the direction of arrow C around 28. In the present embodiment, the first brake arm 20 and the second brake arm 26 connected by the arm link 30 may be collectively referred to as a “brake arm”.

  The second brake arm 26 is connected to one end of a push rod 32 connected to a brake booster (not shown) by a clevis 31 that functions as a connecting member. When the second brake arm 26 rotates in the direction of arrow C, the push rod 32 is pushed in the direction of arrow D so that a braking force can be generated. The second swing shaft 28 inserted into the pedal bracket 22 supports the second brake arm 26 and supports a fixed bracket 34 fixed to the instrument panel reinforcement so as to be rotatable.

  In the second brake arm 26, a rotary link arm 36 is provided on the side far from the second swing shaft 28. In the case of the example shown in FIGS. 1A and 1B, the rotary link arm 36 includes a first arm 36a and a second arm 36b. The first arm 36a is supported by the second brake arm 26 so as to be rotatable about the first shaft 38, and the second arm 36b is supported by the second brake arm 26 so as to be rotatable about the second shaft 40. The first arm 36 a, which is one end of the rotary link arm 36, is configured to be able to contact the fixed bracket 34. On the other hand, the second arm 36b, which is the other end of the rotary link arm 36, can be brought into contact with or near the connecting portion 33, which is a portion where the push rod 32 and the push rod 32 are connected. When the second arm 36b realizes the backward movement prevention operation, the second arm 36b applies a force in a direction intersecting the axial direction of the push rod 32 so as to bend the connection state of the clevis 31 and the push rod 32, for example, a pressing force in the axial direction. It is configured in a shape that can be applied. In the present embodiment, when the pedal bracket 22 has moved rearward of the vehicle, the rotary link arm 36 intersects the axial direction of the push rod 32 so that the connection state between the push rod 32 and the clevis 31 is bent along with the movement. It functions as an urging member that applies a pressing force in the direction of the movement.

  In the brake pedal device 10 configured as described above, first, the operation of each arm and link when the braking force is generated will be described. As shown in FIG. 1A, when the brake pedal pad 20a is depressed in the direction of arrow A by the driver, the first brake arm 20 rotates in the direction of arrow B about the first swing shaft 24. As a result, the second brake arm 26 connected by the arm link 30 rotates about the second swing shaft 28 in the direction of arrow C, and pushes the push rod 32 in the direction of arrow D via the clevis 31 to apply braking force. generate. In this case, the first arm 36a and the second arm 36b, which are the rotary link arms 36, rotate in the direction of the arrow C together with the second brake arm 26, but do not contact other components and do not operate.

  On the other hand, when an external force is applied from the front of the vehicle for some reason and the dash panel 16 moves rearward (in the direction of arrow E) as shown in FIG. 1B, the dash panel 16 is fixed to the instrument panel reinforcement. The relative distance from the fixed bracket 34 is reduced. As a result, first, the first arm 36a rotatably supported by the second brake arm 26 supported by the pedal bracket 22 contacts the fixed bracket 34 and rotates in the arrow F direction, and the second arm 36b further moves to the arrow F. Rotate in the G direction. As a result, the distal end portion 36c of the second arm 36b comes into contact with the connecting portion 33 where the clevis 31 and the push rod 32 are connected. In the case of FIG.1 (b), it contact | abuts from the downward direction with respect to the edge part of the clevis 31, for example. That is, the second arm 36b applies a pressing force that presses the connecting portion 33 in a direction intersecting the axial direction of the push rod 32 when the distal end portion 36c comes into contact therewith. As will be described later, the connecting portion 33 between the clevis 31 and the push rod 32 is configured to be deformable by a pressing force in a direction intersecting the axial direction of the push rod 32. At this time, the push rod 32 and the connected clevis 31 receive a compressive force due to the force accompanying the displacement of the pedal bracket 22. Therefore, the connecting portion 33 is deformed when the distal end portion 36c contacts the connecting portion 33 and a pressing force is applied thereto. As a result, for example, as shown in FIG. 1B, the connection between the clevis 31 and the push rod 32 is released, and the clevis 31 and the push rod 32 are separated in a direction orthogonal to the axial direction of the push rod 32. By releasing the connection between the clevis 31 and the push rod 32, even if the pedal bracket 22 has moved to the rear of the vehicle, the movement of the second brake arm 26 is suppressed from rotating in the counter arrow C direction. . That is, the movement of the push rod 32 toward the rear of the vehicle prevents the first brake arm 20 from rotating in the direction of the opposite arrow B (see FIG. 1A), and the brake pedal pad 20a protrudes toward the rear of the vehicle compartment. It is suppressed that it is done. As a result, it is possible to prevent the driver who puts his or her foot on the brake pedal pad 20a from being given an uncomfortable feeling that the brake pedal pad 20a pops out.

  Furthermore, in the case of the present embodiment, when the pedal bracket 22 moves rearward of the vehicle, the second brake arm 26 has its one end, specifically, the side supporting the first arm 36a abutting against the fixed bracket 34. To rotate in the direction of arrow C (see FIG. 1A). As a result, the first brake arm 20 can be rotated in the pedal depression direction. This operation is the same as that when the brake pedal pad 20a is depressed by the driver. That is, the brake pedal pad 20a is automatically suppressed from projecting toward the rear of the passenger compartment.

  Thus, in the brake pedal device 10 of the present embodiment, even when an external force is applied from the front of the vehicle or the like and the pedal bracket 22 has moved toward the rear of the vehicle for some reason, the rotary link arm 36 and the second 2. The effect of suppressing the operation of the brake pedal pad 20a jumping out toward the rear of the vehicle by the operation of the brake arm 26 in both cases where the push rod 32 is pushed into the master cylinder and not pushed. Is generated. As a result, the driver is effectively prevented from feeling uncomfortable due to the behavior of the brake pedal pad 20a. In the case of FIG. 1B, in order to explain that the relative distance between the dash panel 16 and the fixed bracket 34 is reduced, the fixed bracket 34 is illustrated as if it is moving. However, actually, since the fixed bracket 34 is fixed to the instrument panel reinforcement, the dash panel 16, the pedal bracket 22, and the like move toward the fixed bracket 34.

  FIG. 2 is an explanatory view for explaining a connected state of the clevis 31 and the push rod 32 of the brake pedal device 10. The push rod 32 has a distance between the dash panel 16 and the second brake arm 26 in order to efficiently transmit the displacement due to the rotation of the second brake arm 26 (see FIG. 1A, etc.) in the direction of arrow C. It needs to be adjusted appropriately. Therefore, in the case of the present embodiment, the push rod 32 has a screw portion 32a for an adjusting function at one end, and is inserted through an opening portion 31b formed in the wall portion 31a of the clevis 31 (U link). The fixing position of the push rod 32 with respect to the clevis 31 can be adjusted by the adjusting nut 42 and the lock nut 44 with the wall portion 31a interposed therebetween. In addition, the front-end | tip part 32b of the push rod 32 is comprised so that rotation with respect to a brake booster is possible. Similarly, the end portion 31 c of the clevis 31 is also configured to be rotatably supported by the second brake arm 26. The rotary link arm 36 is disposed so as to contact a side surface of the clevis 31, for example, a connecting portion 33 in which the clevis 31 and the push rod 32 are connected.

  FIG. 3A to FIG. 3C are explanatory diagrams for explaining the shape of the clevis 31. The clevis 31 is a part having a substantially U-shaped cross section in which two opposing side walls 31d are connected by a wall 31a. The clevis 31 is rotatably supported with respect to the second brake arm 26 on the opposite side of the wall 31a. A shaft hole 31e is formed into which a rotating shaft is inserted. For example, a substantially oval opening 31b is formed in the wall 31a. The opening 31b has a diameter that allows the push rod 32 to be inserted therethrough, and allows the passage to pass when a part of the lock nut 44 is deformed, as will be described later. The shape of the opening 31b is such that a part of the lock nut 44 can pass therethrough, the other part is caught during normal use, and the lock nut 44 is caught when the lock nut 44 is deformed (when retreating). Any shape that allows the portion to pass therethrough may be used. For example, it may be a polygonal shape, or may be an asymmetrical shape.

  FIG. 4 is an explanatory view for explaining the shape of the lock nut 44 functioning as a second engagement member arranged on the clevis 31 side among the engagement members for fixing the push rod 32 to the wall portion 31a of the clevis 31. It is. As shown in FIG. 4A, the lock nut 44 is a nut with a flange having an irregular shape having an insertion portion 44a and an engagement deformation portion 44b. The insertion portion 44a is a portion that is formed smaller than the opening portion 31b of the clevis 31 and can be inserted through the opening portion 31b. The engagement deforming portion 44b is formed larger than the opening portion 31b, engages with the inner surface of the wall portion 31a, and contacts the second arm 36b (see FIG. 1B) of the rotary link arm 36. This is a protruding portion that can be deformed and pass through the opening 31b when a pressing force is applied. The engaging deformation portion 44b is desirably formed in a direction orthogonal to the direction in which the pressing force is applied so that the engaging deformation portion 44b is easily deformed by the pressing force by the second arm 36b. In FIG. 4, it is desirable to form the lock nut 44 at a symmetrical position. Further, as shown in FIG. 4B, the engaging deformation portion 44b is formed to be biased to the opposite side to the seating surface 44c. Therefore, when the lock nut 44 is disposed on the inner surface of the wall portion 31a of the clevis 31, as shown in FIG. 2, when the contact surface 44d of the engaging deformation portion 44b contacts the inner surface of the wall portion 31a, the lock nut 44 The seating surface 44c side of 44 is housed in the inner periphery of the opening 31b. With this configuration, the outer edge portion of the lock nut 44 can come into contact with the inner peripheral wall of the opening 31b, and the lock nut 44 itself has a function of preventing rotation.

  The adjusting nut 42 may be a washer-integrated nut, or a separate washer and nut.

  FIG. 5 is a view when the clevis 31 is viewed from the shaft hole 31 e side. The push rod 32 is inserted through the opening 31 b of the clevis 31 and is fixed by the adjustment nut 42 and the lock nut 44. The state is shown. As shown in FIG. 5, the length of the substantially elliptical opening 31 b on the long axis side is longer than the length of the opposing shaft in which the insertion portion 44 a is formed facing the lock nut 44. On the other hand, the length of the opening 31b on the short axis side is shorter than the length of the opposing shaft on which the engaging deformation portion 44b of the lock nut 44 is formed to face. Therefore, in a state where the lock nut 44 is screwed with the screw portion 32a of the push rod 32, only the engagement deforming portion 44b comes into contact with the inner surface of the wall portion 31a. On the other hand, the washer 42a attached together with the adjusting nut 42 is fixed by the adjusting nut 42 so that the entire periphery thereof abuts against the outer surface of the wall portion 31a. That is, the adjustment nut 42 and the lock nut 44 screwed to the push rod 32 sandwich the wall portion 31a of the clevis 31 to connect and fix the clevis 31 and the push rod 32. The connecting position of the clevis 31 and the push rod 32 is determined by the screwing position of the adjusting nut 42 and the lock nut 44.

  As shown in FIG. 1A, the clevis 31 and the push rod 32 connected in this manner are operated in the direction of arrow C by the second brake arm 26 in the direction of arrow C (the push rod 32 is moved to the brake booster side). Is applied to the push rod 32 via the clevis 31, the wall 31a, the washer 42a, and the adjusting nut 42. Therefore, the lock nut 44 only needs to have a fixing strength enough to maintain the screwed state of the adjustment nut 42 so that the positions of the washer 42a and the adjustment nut 42 do not shift with respect to the wall portion 31a. Due to the connecting structure of the clevis 31 and the push rod 32, the pedaling force applied to the brake pedal pad 20 a is transmitted to the push rod 32.

The release of the connection between the clevis 31 and the push rod 32 will be described with reference to FIG.
As described above, the connected state between the clevis 31 and the push rod 32 is maintained by the lock nut 44. The operating force of the second brake arm 26 during the braking operation is transmitted to the push rod 32 via the clevis 31, the wall 31 a, the washer 42 a, and the adjustment nut 42, so that the connection between the clevis 31 and the push rod 32 is performed. Is not resolved. On the other hand, an external force is applied from the front of the vehicle for some reason, and the dash panel 16 moves rearward (in the direction of arrow E) as shown in FIG. When the distance decreases, the second arm 36b rotates in the arrow G direction. When the second arm 36b applies a pressing force to the connecting portion 33 where the clevis 31 and the push rod 32 are connected, the engaging deformation portion 44b is deformed or broken. When the engagement deforming portion 44b is deformed or broken, the engagement deforming portion 44b also passes through the opening 31b together with the insertion portion 44a that can be originally inserted through the opening 31b. That is, the entire lock nut 44 can be pulled out from the opening 31 b of the clevis 31. As a result, the connection between the push rod 32 and the clevis 31 is substantially eliminated. At this time, the clevis 31 and the push rod 32 are moved in the direction of the arrow K in FIG. 6 by the pressing operation of the second arm 36b or the approaching operation of the clevis 31 and the push rod 32 due to a decrease in the relative distance between the dash panel 16 and the fixed bracket 34. Pushed up. As a result, the amount of movement of the push rod 32 toward the rear of the vehicle is restrained from being transmitted to the clevis 31 as it is, and the rotation of the first brake arm 20 in the opposite arrow B direction, that is, the brake pedal pad 20a is moved to the driver side. Protruding can be suppressed. As a result, it is possible to make it difficult for the driver to feel uncomfortable as if the brake pedal pad 20a has popped out.

  As described above, since the lock nut 44 is not a component to which a force is applied during the braking operation of the push rod 32, the strength of the lock nut 44 can be secured within the range in which the fixing nut 42 (washer 42a) and the wall portion 31a can be secured. Can be lowered within. That is, the strength and shape of the engaging deformation portion 44b can be selected so that the second arm 36b can be deformed without applying a large pressing force. In other words, the engagement deforming portion 44b can be deformed even if the pressing force applied by the second arm 36b is reduced, and the connection state between the clevis 31 and the push rod 32 can be separated with a low load. Therefore, it is possible to reduce the pressing force of the second arm 36b necessary for realizing the above-described backward movement prevention operation of the brake pedal pad 20a. As a result, the rotary link arm 36 including the second arm 36b can be reduced in size and weight. Further, since the pressing force generated by the rotary link arm 36 (second arm 36b) can be small, it is possible to reduce the component strength of the portion that receives the reaction force when the pressing force is applied by the second arm 36b. . For example, it is possible to reduce the weight and size of the fixing bracket 34 and parts such as instrument panel reinforcements that support the fixing bracket 34. That is, it can contribute to the weight reduction and size reduction of the entire vehicle.

  As shown in FIGS. 4 and 6, etc., by forming an inclined surface 44e on the side surface of the lock nut 44, the lock nut 44 can be removed from the opening 31b when the connection state between the clevis 31 and the push rod 32 is bent. You may make it easy to escape. In this case, the connection between the clevis 31 and the push rod 32 can be released more smoothly.

  Further, in the example shown in FIG. 6, the washer 42a used together with the adjusting nut 42 is larger than the opening 31b, and the entire circumference is in contact with the outer surface of the wall 31a, so that the push rod 32 in the axial direction during the braking operation is in the axial direction. A configuration that can stably receive a compressive load has been described. In this case, as shown in FIG. 6, when the connection state between the clevis 31 and the push rod 32 is bent, a part of the washer 42a is caught in the opening 31b, and the connection between the clevis 31 and the push rod 32 cannot be smoothly released. There is a case. Therefore, in another example, a part of the washer 42a is cut out to facilitate passage through the opening 31b. Since this cutout portion only needs to enter the inside of the opening 31b when the connection state between the clevis 31 and the push rod 32 is bent, the operation force during the braking operation (clevis 31, wall 31a, washer) The transmission efficiency of the force transmitted to the adjustment nut 42 is not reduced. Note that the washer or the adjustment nut 42 may be shaped so as not to be caught by the opening 31b when the connection state between the clevis 31 and the push rod 32 is bent. For example, the adjustment nut 42 may be shaped similarly to the lock nut 44. .

  In the present embodiment, the example in which the second arm 36b is in contact with the clevis 31 and the push rod 32 so that the connection between the clevis 31 and the push rod 32 can be effectively released has been described. Any position that can apply a pressing force in a direction crossing the axial direction of the push rod 32 can be changed as appropriate. For example, the other part of the clevis 31 or the push rod 32 may be used. In either case, the pressing force acts on the engaging deformation portion 44b having a low strength, deforms the engaging deformation portion 44b, and causes the lock nut 44 to come out of the opening 31b. As a result, the connected state of the clevis 31 and the push rod 32 can be folded and the coupled state can be eliminated.

  In the present embodiment, the pressing force applied by the second arm 36b has been described as a direction orthogonal to the axial direction of the push rod 32 so that efficient pressing can be performed. In another example, the direction in which the pressing force is applied may be inclined with respect to the axial direction of the push rod 32. For example, it may be from a direction inclined by 45 °. Further, in the present embodiment, the second arm 36b has been shown as an example in which a pressing force is applied vertically upward, but the pressing force is configured to be applied by the rotary link arm 36. By changing the form, for example, the pressing force may be applied from the horizontal direction or the oblique direction. As described above, since the direction in which the pressing force is applied can be freely changed, the degree of freedom of component layout is widened, which can contribute to the improvement of design freedom.

  As described above, the present invention has been described with reference to the above-described embodiments. However, the present invention is not limited to the above-described embodiments, and the configurations of the embodiments are appropriately combined or replaced. Those are also included in the present invention. Various modifications such as design changes can be added to each embodiment based on the knowledge of those skilled in the art, and the embodiments to which such modifications are added are also included in the scope of the present invention. sell.

  DESCRIPTION OF SYMBOLS 10 Brake pedal apparatus, 18 Brake pedal, 20a Brake pedal pad, 22 Pedal bracket, 31 Clevis, 31a Wall part, 31b Opening part, 32 Push rod, 33 Connection part, 42 Adjustment nut, 44 Lock nut, 44a Insertion part, 44b Engagement deformation part.

Claims (4)

A pedal bracket that is disposed between a partition wall that separates the interior and exterior of the passenger compartment where the brake pedal is disposed, and a vehicle body component that is behind the vehicle from the partition wall, and is fixed to the partition wall;
A brake arm supported swingably on the pedal bracket and having a brake pedal pad at one end;
A connecting member connecting one end of the push rod connected to the brake device and the other end of the brake arm;
A biasing member that applies a pressing force in a direction crossing the axial direction of the push rod so as to bend the connection state between the push rod and the connection member as the pedal bracket moves rearward of the vehicle.
Including
A brake pedal device, wherein a connecting portion between the connecting member and the push rod is configured to be deformable by the pressing force, and the connection between the connecting member and the push rod is released by the deformation. The connecting member has a wall including an opening through which the push rod can be inserted,
The push rod is disposed on the push rod side with respect to the wall portion and is engageable with the wall portion, and the push rod is disposed on the connecting member side with respect to the wall portion and the wall portion. A second engaging member that is engageable and deforms when the pressing force is applied and can be disengaged from the wall, and the first engaging member and the second engaging member The brake pedal device according to claim 1, wherein the brake pedal device is connected to the connecting member by sandwiching the partition wall with an engaging member.   The second engagement member is formed to be larger than the opening and to be inserted through the opening, engage with the wall, and deform when the pressing force is applied. The brake pedal device according to claim 2, further comprising a deformable engaging portion that can pass through.   The brake pedal device according to any one of claims 1 to 3, wherein the urging member is a rotary link arm that rotates as the pedal bracket moves rearward of the vehicle.

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