JP5262484B2 - Structure for preventing the operation pedal from moving backward - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation pedal retreat prevention structure for vehicle which prevents a pedal from retreating by facilitating backward rocking of a rear part of a support bracket while moving a joint part in a backward direction roughly identical to a rocking direction of the support bracket when a dash panel retreats. <P>SOLUTION: The operation pedal retreat prevention structure for a car comprises: a bracket 30 supported by a dash panel 3 and with an arm upper end part of an operation pedal 8 supported pivotally to a pedal support shaft 33 at its tip part; a lever 40 supported pivotally around an axis in a vehicle width direction by the dash panel 3 above the bracket; and a vehicle body rigid member 60 in a rear position apart from the lever 40. The bracket comprises a rocking allowable part 36 to allow for backward rocking of its rear end part. A rear part of the lever 40 comprises a touching part 46 to collide with the vehicle body rigid member 60 and move rotationally when the dash panel retreats. A lower part of the lever 40 is jointed to joint parts 39, 33 in the rear of the rocking allowable part 36 of the bracket unrockably so that it may be disjointed with a collision load from the vehicle body rigid member 60. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an operation pedal retraction preventing structure for an automobile that suppresses a rear surface of an operation pedal disposed behind a dash panel from moving rearward in the event of a frontal collision of a vehicle.

In general, when the engine is retracted at the time of a frontal collision of an automobile and the engine comes into contact with the dash panel, the dash panel and the operation pedal disposed behind the dash panel are retracted, and the collision load is transmitted to the occupant's feet. The
In order to solve such problems, various types of control pedal retraction preventing structures have already been invented (see Patent Documents 1 and 2).

  In the automobile equipped with a cowl panel (cowl part) that extends greatly from the dash panel to the vehicle compartment side at the upper part of the dash panel, the front end of the automobile operation pedal retraction prevention structure disclosed in Patent Document 1 is fixed to the dash panel. A first bracket that is detachably fastened to a mounting bracket that has a rear end fixed to a cowl panel, and a lower front end pivotally attached to the first bracket, and an upper rear end that is detachably fastened to the mounting bracket. The second pedal is pivotally attached to the operation pedal so as to be swingable, and the other end is engaged with the second bracket via a wire guide provided at the rear end of the first bracket. At the time of a frontal collision, the rear end of the second bracket is rotated rearward and downward about the pivot point with the first bracket by the rearward movement of the first bracket. A wire member that rotates the upper part of the pedal rearward and downward about a fulcrum provided in the substantially vertical center, and the first bracket moves away from the mounting bracket at the time of a frontal collision, and then the wire guide portion of the first bracket moves upward in the vehicle. And an upward movement restricting means for restricting the movement.

  According to this conventional structure, at the time of a frontal collision, the first bracket and the second bracket are both separated from the mounting bracket and moved to the vehicle rear side. During the rearward movement, the upward movement restricting means restricts the upward movement of the wire guide portion of the first bracket. As the rearward movement progresses, the wire member locked at one end to the mounting bracket draws the second bracket securely locked at the other end via the wire guide portion and rotates rearward and downward. The upper part of the operation pedal is rotated rearward and downward about a fulcrum provided substantially at the center thereof, and the tread surface of the operation pedal is moved rearward of the vehicle.

  However, the one disclosed in Patent Document 1 is limited to a vehicle body structure that requires a wire member and has a cowl panel (cowl portion) that extends from the dash panel to the vehicle compartment side at the top of the dash panel. There is a difficulty that cannot be applied to a vehicle body structure having a cowl panel that extends to the room side.

  On the other hand, in Patent Document 2, a bracket is attached to the rear surface of the dash panel, and the upper end portion of the arm of the operation pedal is pivotally supported on the bracket, and an arm lever extending substantially horizontally rearward is attached to the pivotal support portion. Is provided with a contact part that extends downward from the member. When the dash panel is retracted due to a frontal vehicle collision, the arm lever collides with the contact part, and the arm lever breaks the bracket to free the operation pedal. A structure for preventing the operation pedal from moving backward is disclosed.

In the conventional structure disclosed in this Patent Document 2, there is an advantage that the operation pedal retraction preventing structure can be applied to a vehicle body structure having a cowl panel with a small extension amount from the upper part of the dash panel to the passenger compartment side. On the other hand, it is necessary to provide a guide surface on both the rear part of the arm lever and the lower part of the contact part, and the arm lever and the contact part are set in a relationship that strictly sets the positional relationship between them. However, there was a problem that required high mounting accuracy and dimensional accuracy.
JP 2006-139345 A JP 2001-30884 A

  Therefore, the present invention is supported by the dash panel, a support bracket that pivotally supports the upper end of the operation pedal at the tip thereof, a lever member that is pivotally supported by the dash panel about the vehicle width direction axis above the support bracket, The support bracket is provided with a swing allowing portion that can swing the rear end portion rearward, and the rear portion of the lever member is provided with the vehicle body when the dash panel is retracted. A contact portion that receives a load in a direction in which the rigid member collides and rotates, and the lower portion of the lever member cannot swing to a coupling portion provided behind the swing allowable portion of the support bracket. The lever member normally connects the pedal support shaft and the vehicle width direction shaft on the dash panel side by coupling with the strength that separates by the collision load from This lever member contributes to the improvement of the pedal support rigidity, which makes it possible to reduce the weight of the lever member, and when the dash panel is retracted, the connecting portion moves rearward substantially in the same direction as the swinging direction of the support bracket. Therefore, it is an object of the present invention to provide an automobile operation pedal retraction preventing structure that can prevent the pedal from retreating by promoting the backward swing of the rear portion of the support bracket without providing a guide surface or a wire having a conventional structure.

The structure for preventing the operation pedal from retreating according to the present invention is supported by the dash panel in the support structure for the operation pedal disposed at the rear of the dash panel, and the arm upper end of the operation pedal is disposed at the tip of the operation pedal. A support bracket that is pivotally supported by a pedal support shaft that extends in the direction above the support bracket, a lever member that is pivotally supported by the dash panel at the center in the vehicle width direction axis above the support bracket, and a vehicle body that is positioned rearwardly from the lever member A rigid member is provided, the support bracket is provided with a swing allowing portion whose rear end portion is swingable rearward, a front portion of the lever member is pivotally supported by the dash panel, and the lever member The rear part has a contact part at a position where it receives a collision load in a direction in which the rear part collides with the vehicle body rigid member when the dash panel moves backward. The lower part of the lever member is coupled to the coupling part provided at the rear of the support bracket oscillating allowable part and cannot be oscillated, and is separated with a strength to be separated by a collision load from the vehicle body rigid member. A swing center portion of the swing bracket allowable portion of the support bracket, a joint portion of the support bracket with the lever member, and a shaft support portion of the lever member and the dash panel protrude rearward in a side view. The connecting portion and the pedal support shaft are moved in a direction in which the rear portion of the support bracket is pulled rearward of the swing allowable portion of the support bracket, and then the connecting portion is detached. The rear portion of the support bracket is configured to swing backward and downward .
According to the above configuration, in a normal state, the lever member serves as a member that connects the pedal support shaft and the vehicle width direction shaft on the dash panel side, so this lever member contributes to the improvement of the pedal support rigidity. Thereby, weight reduction of this lever member can be achieved.

In addition, when the dash panel is retracted due to a frontal collision, the connecting portion moves to the rear substantially the same as the swinging direction of the support bracket. The swinging can be promoted to prevent the pedal from moving backward.
Further, since the lever member and the vehicle body rigid member are separated from each other, the following effects can be obtained.

That is, no assembly accuracy is required between the lever member and the vehicle body rigid member due to this separation structure. Moreover, in order to avoid the subsequent secondary collision at the time of a mild frontal collision, it is necessary for the occupant to operate the operation pedal. At the time of this light collision, the operation pedal can maintain the normal state, The operation pedal can be operated.
In addition, the operation pedal retraction preventing structure having the above configuration can be employed regardless of the presence or absence of the cowl portion provided on the upper portion of the dash panel.

Furthermore , a swing center portion of the swing bracket allowable portion of the support bracket, a coupling portion of the support bracket with the lever member, and a shaft support portion of the lever member and the dash panel protrude rearward in a side view. der which is disposed to be coupled to the truss shape is, the three points since the connecting (swing center portion, coupling portion, the shaft 3 points chapters) to truss shape protruding to such backward above With this truss structure, both improvement in pedal support rigidity and weight reduction can be achieved.

In one embodiment of the present invention, the support bracket swing permitting portion has a swing center portion provided below a center of the support bracket in the vertical direction.
According to the above configuration, since the swing center portion is provided in the lower part, it is possible to increase the size of the truss (triangle), and to increase the retraction amount of the rear portion of the support bracket. .

In one embodiment of the present invention, the swinging allowable portion of the support bracket is a swinging weak portion having a shape weaker in the swinging direction than in the expansion / contraction direction.
According to the above configuration, the swinging weak portion can allow displacement of the rear portion of the support bracket without increasing the number of parts.

In one embodiment of the present invention, the rocking permission portion of the support bracket is a rotation shaft.
According to the above configuration, since the rear portion of the support bracket is displaced with the pivot shaft as a fulcrum, the displacement of the rear portion of the support bracket can be allowed with certainty.

In one embodiment of the present invention, the lever member has a side wall portion that extends from the coupling portion to the pedal support shaft, and a groove portion on which the pedal support shaft slides and retracts when swinging is formed on the side wall portion. It is provided.
According to the above configuration, the side wall portion can improve the rigidity of the lever member itself and the pedal support rigidity in a normal state, and when the dash panel is retracted, the pedal support shaft is mounted on the side wall portion around the groove portion. It is possible to reliably press the pedal, and thus it is possible to reliably prevent the pedal from retreating.

  According to this invention, the support bracket that is supported by the dash panel and pivotally supports the upper end of the operation pedal at the tip thereof, and the lever member that is pivotally supported by the dash panel about the vehicle width direction axis above the support bracket; The support bracket is provided with a swing allowing portion that can swing the rear end portion rearward, and the rear portion of the lever member is provided with the vehicle body when the dash panel is retracted. A contact portion that receives a load in a direction in which the rigid member collides and rotates, and the lower portion of the lever member cannot swing to a coupling portion provided behind the swing allowable portion of the support bracket. Because it is coupled with the strength to be released by the collision load from the normal, the lever member also serves as a member that connects the pedal support shaft and the vehicle width direction shaft on the dash panel side at normal times. This lever member contributes to the improvement of the pedal support rigidity, and this makes it possible to reduce the weight of the lever member.When the dash panel is retracted, the coupling portion moves rearward substantially in the same direction as the swing direction of the support bracket. There is an effect that the backward swing of the rear portion of the support bracket can be promoted to prevent the pedal from retreating without providing a guide surface or wire having a conventional structure.

Supporting the dash panel in the support structure of the operation pedal that is arranged at the rear of the dash panel, while reducing the weight of the lever member and promoting the backward swing of the rear part of the support bracket to prevent the pedal from moving backward. And a support bracket that pivotally supports the upper end of the arm of the operation pedal on a pedal support shaft extending in the vehicle width direction at the tip thereof, and a shaft support centered on the vehicle width direction axis on the dash panel above the support bracket. And a vehicle body rigid member that is positioned rearwardly away from the lever member, and the support bracket is provided with a swing allowing portion that can swing the rear end portion rearward. The front part of the lever member is pivotally supported by the dash panel, and the rear part of the lever member is supported by the vehicle body rigid member when the dash panel is retracted. The lever member is formed to have a contact portion at a position where it receives a collision load in the direction of projecting rotation, and the lower portion of the lever member swings to a coupling portion provided behind the swing allowable portion of the support bracket. It is coupled with a strength that is immovable and separated by a collision load from the vehicle body rigid member, a swing center portion of the swing bracket allowable portion of the support bracket, and a joint portion of the support bracket with the lever member; The lever member and the shaft support portion of the dash panel are disposed so as to be connected in a truss shape protruding rearward in a side view, and the coupling portion and the pedal support shaft are the rocking permission portions of the support bracket. after moving in the direction to pull to the rear of the vehicle rear than the coupling part is detached, realized by a rear portion of said support bracket is configured so as to swing backward and downward

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view showing a structure for preventing the operation pedal of a vehicle from moving backward, FIG. 2 is a front view showing the main part of FIG. 1 as viewed from the vehicle interior side, FIG. 3 is a perspective view of FIG. FIG.

In FIG. 1, a dash lower panel 3 is provided as a dash panel that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction, and a floor panel 4 extending substantially horizontally toward the rear is joined and fixed to the lower portion of the dash lower panel 3. The floor panel 4 forms the bottom surface of the passenger compartment 2.
Further, a dash upper panel 5 and a cowl panel 6 are provided at the upper part of the dash lower panel 3 and a cowl portion 7 extending in the vehicle width direction is provided. Thus, the amount of protrusion toward the passenger compartment 2 is small.

  In other words, the operation pedal retraction preventing structure for a vehicle according to the first embodiment is configured to be sufficiently applicable to a vehicle body in which the amount of protrusion of the cowl portion 7 into the passenger compartment 2 is small. . In this regard, the same applies to Example 2 and Example 3 described later.

A brake pedal 8 serving as an operation pedal disposed behind the dash lower panel 3 includes a base plate 10, an upper bracket 20, a lower bracket 30 serving as a support bracket, and a retraction preventing lever 40 serving as a lever member. It is supported by the pedal support unit U1.
Here, the brake pedal 8 described above includes an arm portion 8A extending in the vertical direction and a pedal portion 8B forming a tread surface. The push rod connecting portion 8C in the middle portion in the vertical direction of the arm portion 8A is connected to the push rod 9A. (Specifically, the rear end of the push rod 9 on the brake booster 50 side) is connected, and the brake attached to the front of the dash lower panel 3 on the engine room 1 side via the push rod 9 when the brake pedal 8 is depressed. The booster (braking booster) 50 is configured to operate.

  As shown in FIGS. 2 and 3, the above-described base plate 10 has a circular opening 11 that allows the push rod 9 to pass therethrough, and four locations around the opening 11 include a plurality of bolts 12, nuts 13, and the like. The fastening member is used to be fastened together with the mounting piece 51 of the brake booster 50 to the vehicle interior side surface of the dash lower panel 3.

  As shown in FIGS. 1 to 4, the upper bracket 20 fixed to the surface of the above-mentioned base plate 10 on the passenger compartment side has left and right side pieces 21 and 22, and these side pieces 21 and 22 are arranged in the vehicle width direction. A bracket having a U-shaped cross-sectional structure in which the side pieces 21 and 22 and the front piece 23 are integrally formed. The upper bracket 20 includes fastening members such as bolts 24 and nuts 25. The base plate 10 and the rear surface of the dash lower panel 3 (surface on the passenger compartment side) are fastened together.

As shown in FIGS. 2 to 4, the lower bracket 30 constituting the support bracket is a pair of left and right brackets, and the left and right lower brackets 30, 30 are formed symmetrically. .
That is, the lower bracket 30 is formed by integrally bending a mounting piece 31 located on the front side and a support piece 32 extending rearward and upward from the mounting piece 31. The mounting piece 31 is fastened to the dash lower panel 3 together with the mounting piece 51 and the base plate 10 by using the bolt 12 and the nut 13 described above.

4 and 6 (however, FIG. 6 is a cross-sectional view taken along line B-B in FIG. 2), the pair of lower brackets 30 and 30 has an arm portion 8A of the brake pedal 8 at the tip thereof. It is a support bracket that pivotally supports an upper end portion on a pedal support shaft 33 (vehicle width direction axis) extending in the vehicle width direction.
Specifically, as shown in FIG. 6, a cylinder portion 35 is attached to the outer periphery of the pedal support shaft 33 via a collar 34, and the upper end portion of the arm portion 8 </ b> A of the brake pedal 8 is fixed to the cylinder portion 35 by welding. Has been.

  Further, as shown in FIGS. 4 and 7 (however, FIG. 7 is a partial cross-sectional view taken along the line CC in FIG. 1), the rear end portions of the pair of lower brackets 30 and 30 are rearward. A swing allowing portion 36 that can swing is provided. These swing allowing portions 36 are swing weak portions having a shape weaker in the swing direction than the expansion / contraction direction, and in this embodiment, as shown in FIGS. 4 and 7, the left and right lower brackets 30. , 30 swelled from the support pieces 32, 32 to the side facing each other, and the oscillating allowance portion 36 is formed by a substantially triangular bulge portion in a side view with the upper side widened.

  Further, as shown in FIG. 4, in the swing allowance portion 36 of the lower bracket 30, the swing center portion 37 is provided at a position below the center of the lower bracket 30 in the vertical direction. That is, the truss shape is increased in size by providing the swinging central portion 37 below the center with respect to the overall height in the vertical direction, more preferably the vertical width.

  On the other hand, as shown in FIG. 4, as a lever member that is pivotally supported by the dash lower panel 3 at the center of the vehicle width direction shaft 41 (hereinafter simply abbreviated as the horizontal shaft 41) above the lower bracket 30. A prevention lever 40 is provided.

As shown in FIGS. 1 to 3, the retraction preventing lever 40 has left and right side wall portions 42 and 43 that are triangular in side view, and an upper wall portion 44 that connects the left and right side wall portions 42 and 43 in the vehicle width direction. Are lever members that are integrally connected to each other.
Moreover, as shown in FIGS. 1-3, the above-mentioned retraction prevention lever 40 is arrange | positioned so that it may be located inside the upper bracket 20 and the outer sides of the left and right lower brackets 30, 30.

  FIG. 5 is a cross-sectional view taken along line AA in FIG. 2, and the horizontal axis 41 is horizontally placed between the side pieces 21 and 22 of the upper bracket 20. It is pivotally supported by the horizontal shaft 41 inside the upper bracket 20. A collar 45 is mounted on the outer periphery of the horizontal shaft 41. In other words, the front portion of the reverse prevention lever 40 is pivotally supported on the dash lower panel 3 via the horizontal shaft 41.

Further, as shown in FIGS. 1 and 4, an instrument panel member 60 as a vehicle body rigid member is provided on the rear side of the backward movement prevention lever 40 so as to be spaced apart rearward from the backward movement prevention lever 40. The instrument panel member 60 is a vehicle body side member having a closed cross-sectional structure extending in the vehicle width direction, and is a vehicle body rigid member that supports an instrument panel or the like (not shown).
In the rear part of the above-described reverse prevention lever 40, when the dash lower panel 3 is retracted due to a vehicle collision, the lever 40 collides with the instrument panel member 60 and rotates (the counterclockwise direction in FIGS. 1 and 4). The abutting portion 46 is formed at a position where the collision load is received in the direction of movement.

As shown in FIGS. 1 and 4, long holes 47 as groove portions are formed in the lower portions of the side wall portions 42 and 43 of the above-described retraction preventing lever 40, and as shown in FIG. , 47 are mounted on the pedal support shaft 33 outside the lower bracket 30. The pedal support shaft 33 is composed of a long bolt, and the tip screw portion of the pedal support shaft 33 is fastened by a nut 38 with a predetermined fastening force.
As shown in FIGS. 1 and 4, the side wall portions 42, 43 of the retraction prevention lever 40 and the lower bracket at the intermediate portion in the front-rear direction between the swing allowable portion 36 of the lower bracket 30 and the pedal support shaft 33. A welded portion 39 spot-welded with a predetermined coupling (welding force) to the 30 support pieces 32, 32 is formed. In addition, it is preferable that the welded portion 39 is disposed above the above-described swing center portion 37 in order to promote the swing of the lower bracket 30.

As a result, the lower part of the retreat prevention lever 40 as a lever member is connected to the connecting portion (the welded portion 39 and the pedal support shaft 33 fastened by the nut 38) provided behind the swinging allowance portion 36 of the lower bracket 30. Both of them are coupled with such a strength that they cannot swing and are separated by a collision load from the instrument panel member 60.
Further, the above-described reverse movement prevention lever 40 has side wall portions 42 and 43 extending from at least the welded portion 39 to the pedal support shaft 33, and the pedal support shaft 33 slides on the side wall portions 42 and 43 when swinging. Long holes 47, 47 are provided as retractable grooves (see FIG. 4).

In addition, as shown in a side view in FIG. 4, a coupling portion (see the pedal support shaft 33) between the rocking center portion 37 of the rocking allowance portion 36 of the lower bracket 30 and the retreat prevention lever 40 of the lower bracket. The retraction preventing lever 40 and the shaft support portion (see the horizontal shaft 41) of the dash lower panel 3 are arranged so as to be connected to a truss shape protruding rearward in a side view as shown in FIG. .
More specifically, the pedal support shaft 33 is located behind the swing center portion 37 and the horizontal shaft 41 and in the middle in the vertical direction between the horizontal shaft 41 and the swing center portion 37.

  By forming such a truss structure, the support rigidity of the brake pedal 8 in a normal state is increased. Further, since the upper bracket 20 and the lower bracket 30 are connected in the vertical direction by the above-described reverse prevention lever 40 in a normal state, the reverse prevention lever 40 also serves as a member for connecting both the members 20 and 30. In addition, since the reverse prevention lever 40 contributes to the improvement of the pedal support rigidity in the normal state, the weight of the lever 40 can be reduced.

Further, the lower bracket 30 and the backward movement prevention lever 40 are welded and fastened at the welded portion 39 shown in FIG. 4, and the lower bracket 30 and the backward movement prevention lever 40 are fastened together at the position of the pedal support shaft 33. The normal pedal support rigidity is ensured by the fastening force by the joint fastening and the welding force of the welded portion 39.
In this embodiment, each element is pre-assembled in the state shown in FIGS. 2 and 3 so that it is assembled to the dash lower panel 3.

The effect | action of the operation pedal reverse prevention structure of the motor vehicle comprised in this way is demonstrated below.
At the time of a minor collision, the occupant needs to operate the brake pedal 8 in order to prevent a subsequent secondary collision. In this embodiment, since a predetermined interval is provided between the reverse movement prevention lever 40 and the instrument panel member 60, the passenger is not required at the time of a minor collision such that the reverse movement prevention lever 40 does not collide with the instrument panel member 60. The brake pedal 8 can be operated to avoid a subsequent secondary collision.

On the other hand, at the time of a frontal collision of the vehicle in which the reverse prevention lever 40 collides with the instrument panel member 60, each element changes from a normal state indicated by a solid line in FIG. 8 to a collision state indicated by a virtual line in FIG.
That is, when the engine and the dash lower panel 3 retreat due to a vehicle collision, the instrument panel member 60 collides with the contact portion 46 of the retreat prevention lever 40, and the retreat prevention lever 40 has the horizontal shaft 41 at the front thereof as a fulcrum in FIG. Trying to turn counterclockwise.
In this case, after the welded portion 39 and the pedal support shaft 33 move in a direction in which the swing allowable portion 36 of the lower bracket 30 is extended rearward, the welded portion 39 is broken, and the lower bracket 30 has its swing center portion 37. With the fulcrum as a fulcrum, the rear portion of the bracket 30 is reliably swung back and downward.

  Further, the pedal support shaft 33 is forcibly moved backward and downward (see arrow a in FIG. 8) along the long hole 47 whose position is displaced by the rotation of the reverse prevention lever 40. 8B can move forward from the solid line position in FIG. 8 to the phantom line position in FIG. 8 with the push rod connecting part 8C as a fulcrum to prevent the brake pedal 8 from retreating.

Here, at the time of a panic due to a frontal collision of the vehicle, a pedaling force that is extremely larger than the pedaling force at the normal time acts on the brake pedal 8 (so-called panic brake operation).
The force urged by the pedal support shaft 33 described above is a front downward direction or a front direction, and a truss structure is formed that connects the pedal support shaft 33, the swinging center portion 37, and the horizontal shaft 41 so as to oppose this urging force. ing.

Further, the rear portion of the lower bracket 30 is structured to rotate rearward and lower, and the movement of the lower bracket 30 is in a different direction with respect to the input load at the time of panic brake operation. As a result, even if a heavy load during panic braking is applied to the brake pedal 8, the brake pedal 8 does not move downward.
In the figure, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

  As described above, the operation pedal retraction preventing structure of the vehicle of the embodiment shown in FIGS. 1 to 8 is the above-described dash lower panel 3 in the support structure of the operation pedal (see the brake pedal 8) disposed behind the dash lower panel 3. A lower bracket 30 pivotally supported by a pedal support shaft 33 extending in the vehicle width direction at an upper end of the arm (see arm portion 8A) of the operation pedal (brake pedal 8) Above the bracket 30, a lever member (see the reverse prevention lever 40) that is pivotally supported by the dash lower panel 3 at the center of the vehicle width direction axis (see the horizontal axis 41), and backward from the lever member (reverse prevention lever 40). A vehicle body rigid member (refer to the instrument panel member 60) that is spaced apart is provided, and the lower bracket 30 can swing its rear end portion backward. A movement allowing portion 36 is provided, a front portion of the lever member (retraction preventing lever 40) is pivotally supported by the dash lower panel 3, and a rear portion of the lever member (retraction preventing lever 40) is the vehicle body when the dash lower panel 3 is retreated. It is formed so as to have a contact portion 46 at a position where it receives a collision load in a direction in which it collides with the rigid member (instrument panel member 60) and rotates, and the lower part of the lever member (retraction prevention lever 40) is the lower bracket. 30 cannot be swung to a coupling portion (see the pedal support shaft 33 fastened with a welded portion 39 and a nut 38) provided behind the rocking allowance portion 36 of the vehicle 30 and from the vehicle body rigid member (instrument panel member 60). Are combined with such a strength that they are separated by a collision load (see FIGS. 1 and 4).

  According to this configuration, in a normal state, the lever member (retraction prevention lever 40) also serves as a member for connecting the pedal support shaft 33 and the vehicle width direction axis (horizontal shaft 41) on the dash lower panel 3 side. The member (retraction prevention lever 40) contributes to the improvement of the pedal support rigidity. Thereby, the weight of the lever member (retraction prevention lever 40) can be reduced.

Further, when the dash lower panel 3 is retracted due to a frontal collision, the connecting portion moves rearward substantially in the same direction as the swinging direction of the lower bracket 30, so that the lower side is provided without providing a conventional guide surface or wire. The rear swing of the rear portion of the bracket 30 can be promoted to prevent the pedal from retreating.
Further, since the lever member (retraction prevention lever 40) and the vehicle body rigid member (instrument panel member 60) are separated from each other, the following effects are obtained.

  In other words, this separation structure does not require any assembly accuracy between the lever member (reverse prevention lever 40) and the vehicle body rigid member (instrument panel member 60). In addition, at the time of a light frontal collision, in order to avoid the subsequent secondary collision, it is necessary for the occupant to operate the operation pedal (see brake pedal 8). At the time of this light collision, the operation pedal (brake pedal 8) Since the state can be maintained, the operation pedal (brake pedal 8) can be operated by the occupant.

Further, a coupling portion (see the pedal support shaft 33) between the rocking center portion 37 of the rocking allowance portion 36 of the lower bracket 30 and the lever member (see the reverse prevention lever 40) of the lower bracket 30; The lever member (see the reverse prevention lever 40) and the shaft support portion (see the horizontal shaft 41) of the dash lower panel 3 are arranged so as to be connected in a truss shape protruding rearward in a side view. (See FIG. 4).
According to this configuration, since the three points (the swing center portion 37, the coupling portion, and the shaft support portion) are connected in a truss shape, this truss structure can improve both the pedal support rigidity and the weight reduction. .

Further, the swing allowable portion 36 of the lower bracket 30 is such that the swing center portion 37 is provided below the center of the lower bracket 30 in the vertical direction (see FIG. 4).
According to this configuration, since the rocking center portion 37 is provided in the lower portion, it is possible to increase the size of the truss (triangle), and to increase the amount of retreat of the rear portion of the lower bracket 30. be able to.

In addition, the swing allowable portion 36 of the lower bracket 30 is a swing weak portion that is weaker in the swing direction than in the telescopic direction (see FIGS. 4 and 7).
According to this configuration, the swinging weak portion can allow displacement of the rear portion of the lower bracket 30 without increasing the number of parts.

Further, the lever member (see the reverse prevention lever 40) has side wall portions 42 and 43 extending from at least the coupling portion (see the welding portion 39) to the pedal support shaft 33. The pedal support shaft 33 is provided with a groove portion (see the long hole 47) that can be moved backward by sliding (see FIGS. 1 and 4).
According to this configuration, the side wall portions 42 and 43 can improve the rigidity of the lever member (refer to the retraction prevention lever 40) itself and the rigidity of the pedal support in the normal state, and when the dash lower panel 3 retreats, The pedal support shaft 33 can be reliably pressed by the side wall portions 42 and 43 around the groove portion (see the long hole 47), thereby preventing the pedal from retreating reliably.

  Furthermore, the structure for preventing the operation pedal from moving backward is adopted regardless of the presence or absence of the cowl portion 7 provided on the upper portion of the dash lower panel 3 and the amount of protrusion of the cowl portion 7 toward the vehicle interior side. Therefore, versatility can be expanded.

  FIGS. 9 to 14 show other embodiments of the structure for preventing the operation pedal of the automobile from retreating, FIG. 9 is a side view showing the structure, and FIG. 10 is a front view showing the main part of FIG. 11, FIG. 11 is a perspective view of FIG. 10, FIG. 12 is a sectional view taken along the line D-D in FIG. 10, FIG. 13 is a sectional view taken along the line E-E in FIG. is there. 9 to 14, the same parts as those in the previous drawings are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the second embodiment shown in FIGS. 9 to 14, an instrument panel member 60 as a vehicle body rigid member is provided with a contact extension 61 (so-called contact bracket) extending downward from the member 60 to prevent the vehicle from retreating in the event of a vehicle collision. The contact portion 46 of the lever 40 is configured to abut against the corresponding extension portion 61.

  Here, a predetermined interval is formed between the abutting portion 46 of the retraction preventing lever 40 and the abutting extension portion 61, so that the abutting portion 46 does not collide with the abutting extension portion 61. In the event of a collision, the occupant can operate the brake pedal 8 in order to maintain the normal state of the brake pedal 8 and avoid a secondary collision.

  Further, in the second embodiment, the welded portion 39 of the first embodiment is abolished, and the lower bracket support shaft 62 is pivotally supported with the left and right lower brackets 30, 30 serving as pivot shafts. 62 is set as a rocking | fluctuation permission part and rocking | fluctuation center part, and the pedal support shaft 33 fastened with the nut 38 is set to the coupling | bond part.

A hinge bracket 63 as shown in FIGS. 13 and 14 is fixed by welding to the above-described base plate 10 so that the pair of left and right lower brackets 30 and 30 are pivotally supported by the lower bracket support shaft 62.
As shown in the perspective view of FIG. 14, the hinge bracket 63 is formed by integrally bending left and right side pieces 63a and 63b and a front piece 63c that connects the left and right side pieces 63a and 63b in the vehicle width direction. The front piece 63c is formed and fixed to the base plate 10 described above.

  As shown in FIGS. 9, 10, and 13, the lower brackets 30 and 30 described above are arranged outside the respective side pieces 63a and 63b of the hinge bracket 63, and the lower bracket support shaft 62 constituted by bolts. The lower brackets 30 and 30 are pivotally supported, and nuts 64 are screwed onto the tip of the lower bracket support shaft 62 made of bolts as shown in FIG. A collar 65 is mounted on the outer periphery of the lower bracket support shaft 62 between the pieces 63a and 63b.

  Further, as shown in FIGS. 9, 12, and 13, the front portion of the lower bracket 30 is brought into contact with the base plate 10. That is, the lower bracket 30 is brought into contact with the base plate 10 so as to prevent the lower bracket 30 from rotating in a normal state.

  The load in the forward direction or the forward downward direction urged by the brake pedal 8 is configured to be reliably supported by a truss shape. The truss shape of the second embodiment has a triangular shape connecting the horizontal shaft 41, the pedal support shaft 33, and the lower bracket support shaft 62 as a hinge pin. In this embodiment, the pedal support shaft 33 is also supported by the lower bracket support. The pedal support shaft 33 is positioned rearward of the shaft 62 and the horizontal shaft 41, and is positioned between the horizontal shaft 41 and the lower bracket support shaft 62 in the vertical direction.

  Further, the load applied to the lower bracket 30 in the normal state can be reliably received by the base plate 10 because the lower bracket 30 is in contact with the base plate 10. Further, in normal times, the load when the brake pedal is depressed input from the pedal support shaft 33 is also transmitted to the upper bracket 20 via the upper edge of the elongated hole 47 and the reverse prevention lever 40, and the upper and lower brackets 20, 30 and the load distribution to the base plate 10, the support in the normal state is made strong, and the brake pedal 8 is stably supported.

Moreover, when the abutting portion 46 of the reverse prevention lever 40 abuts on the abutting extension 61 at the lower part of the instrument panel member 60 in the event of a vehicle collision, the reverse prevention lever 40 rotates counterclockwise in FIG. Since the lower bracket 30 rotates downward about the support shaft 62, the pedal support shaft 33 is pushed downward obliquely downward in accordance with the displacement of the long hole 47, and the brake pedal 8 is moved backward. It is to prevent.
Thus, since the lower bracket 30 is reliably rotated about the mechanically configured lower bracket support shaft 62 (swing center portion), it is possible to improve the operation reliability.

  As described above, the operation pedal retraction prevention structure of the automobile according to the second embodiment shown in FIGS. 9 to 14 is the same as the dash lower panel in the support structure of the operation pedal (see the brake pedal 8) disposed behind the dash lower panel 3. 3, and a lower bracket 30 that pivotally supports an upper end portion of an arm (see arm portion 8 </ b> A) of an operation pedal (brake pedal 8) on a pedal support shaft 33 that extends in the vehicle width direction. Above the side bracket 30, a lever member (see the reverse prevention lever 40) that is pivotally supported by the dash lower panel 3 at the center of the vehicle width direction axis (see the horizontal axis 41) and the rear from the lever member (reverse prevention lever 40) A vehicle body rigid member (refer to the instrument panel member 60) that is spaced apart from each other is provided, and the lower bracket 30 can swing its rear end portion backward. And a front portion of the lever member (retraction prevention lever 40) is pivotally supported by the dash lower panel 3, and the lever member (retraction prevention lever 40) of the lever member (retraction prevention lever 40) is provided. The rear portion is formed to have a contact portion 46 at a position where it receives a collision load in a direction of colliding with the vehicle body rigid member (instrument panel member 60) and rotating when the dash lower panel 3 is retracted, and the lever member (retraction prevention lever) The lower portion of 40) cannot swing to a coupling portion (see the pedal support shaft 33 fastened by the nut 38) provided behind the swing allowable portion (lower bracket support shaft 62) of the lower bracket 30. In addition, they are coupled with such a strength that they are separated by a collision load from the vehicle body rigid member (instrument panel member 60) (see FIG. 9).

  According to this configuration, in a normal state, the lever member (retraction prevention lever 40) also serves as a member for connecting the pedal support shaft 33 and the vehicle width direction axis (horizontal shaft 41) on the dash lower panel 3 side. The member (retraction prevention lever 40) contributes to the improvement of the pedal support rigidity. Thereby, the weight of the lever member (retraction prevention lever 40) can be reduced.

Further, when the dash lower panel 3 is retracted due to a frontal collision, the connecting portion moves rearward substantially in the same direction as the swinging direction of the lower bracket 30, so that the lower side is provided without providing a conventional guide surface or wire. The rear swing of the rear portion of the bracket 30 can be promoted to prevent the brake pedal 8 from moving backward.
Further, since the lever member (retraction prevention lever 40) and the vehicle body rigid member (instrument panel member 60) are separated from each other, the following effects are obtained.

  In other words, this separation structure does not require any assembly accuracy between the lever member (reverse prevention lever 40) and the vehicle body rigid member (instrument panel member 60). Moreover, in order to avoid the subsequent secondary collision at the time of a mild frontal collision, it is necessary for the occupant to operate the brake pedal 8, and at the time of this light collision, the brake pedal 8 can maintain the normal state. The brake pedal 8 can be operated by the passenger.

Moreover, the swing allowable portion of the lower bracket 30 is a rotation shaft (see the lower bracket support shaft 62) (see FIG. 9).
According to this configuration, the rear portion of the lower bracket 30 is displaced with the rotation shaft (lower bracket support shaft 62) as a fulcrum, so that the rear bracket 30 can be reliably displaced.
In the second embodiment shown in FIGS. 9 to 14, the other configurations, operations, and effects are almost the same as those in the first embodiment shown in FIGS.

  15 to 19 show still another embodiment (modified example of Embodiment 1) of the structure for preventing the operation pedal from moving backward in the automobile, FIG. 15 is an enlarged side view showing the structure, and FIG. FIG. 17 is a cross-sectional view taken along the line GG in FIG. 16, FIG. 18 is a cross-sectional view taken along the line H-H in FIG. 15, and FIG. It is a disassembled perspective view of the principal part of FIG.

  In the third embodiment, as shown in a side view in FIG. 15, a swing allowing portion 70 extending over the entire height in the vertical direction of the support piece 32 is provided at a portion of the support piece 32 of the lower bracket 30 that is close to the base plate 10. Forming.

  As shown in a cross-sectional view in FIG. 18, the swing allowing portion 70 is formed in a structure in which the front and rear neck portions 70b and 70c of the annular portion 70a are in contact with each other, and receives a normal load by the contact structure. In this configuration, when the rear portion of the lower bracket 30 is pulled rearward at the time of a vehicle collision, the swing allowing portion 70 extends rearward so as to be opened.

  Further, in this embodiment, as shown in an exploded perspective view in FIG. 19, the rear ends of the left and right lower brackets 30, 30 are connected by a connecting piece 71, and the rear end side of the retraction preventing lever 40 is The backward movement prevention lever 40 is formed so as to extend rearward from that of the first embodiment so as to coincide with the connecting piece 71, and is applied to the outside of the side wall portions 42, 43 of the backward movement prevention lever 40 from behind. A circular stopper member 72 is provided, and fastening members such as bolts 73 and nuts 74 are used to fasten and fix the stopper member 72 and the connecting piece 71 (see FIG. 17). In addition, the bolt hole 71a of the connecting piece 71 is provided with a slit that makes it easy to remove the rotation stopping member 72.

By this fastening structure, a truss shape (triangular shape connecting the three fastening points of the horizontal shaft 41, the pedal support shaft 33, the bolt 12, and the nut 13) is surely formed in a normal state, and sufficient pedal support rigidity is provided. It is configured to ensure.
Further, when the vehicle collides, the fastening by the bolt 73 and the nut 74 is released, or the connecting piece 71 is broken.

  Therefore, at the time of a vehicle collision in which the dash lower panel 3 moves backward, the contact portion 46 of the reverse prevention lever 40 abuts against the instrument panel member 60, and the reverse prevention lever 40 is counterclockwise in FIG. And the pedal support shaft 33 is pressed rearward by the hole edges (that is, the side wall portions 42, 43) of the long hole 47, so that the swing permitting portion 70 (fragile portion) extends rearward and the lower bracket 30 Since the rear part swings obliquely backward and downward, the pedal support shaft 33 is forcibly moved backward and downward in accordance with the displacement of the long hole 47, and the backward movement of the brake pedal 8 can be prevented.

  As a behavior at the time of a vehicle collision, the arm portion 8A of the brake pedal 8 is pushed backward via the brake booster 50 (see the previous figure) and the push rod 9, and the arm portion 8A of the brake pedal 8 uses the pedal support shaft 33 as a fulcrum. When the rear surface of the arm portion 8A comes into contact with the lower end of the anti-rotation member 72 when it rotates counterclockwise in FIG. 15, the anti-rotation member 72 can prevent further rotation of the arm portion 8A. .

  In the case where the abutting force of the arm portion 8A against the rotation stopping member 72 is great, the lower end of the rotation stopping member 72 extends further downward with respect to the lower end of the connecting piece 71. When the portion 8A collides with the anti-rotation member 72, the connection structure between the two 71 and 72 is destroyed, both 71 and 72 are made free, and the retraction prevention lever 40 and the lower bracket 30 are rotated. As a result, the brake pedal 8 is prevented from moving backward as described above.

  As described above, also in the structure for preventing the operation pedal from moving backward shown in FIGS. 15 to 19, the support structure for the operation pedal (see the brake pedal 8) disposed behind the dash lower panel 3 is supported by the dash lower panel 3. In addition, a lower bracket 30 that pivotally supports an upper end portion of an arm (see arm portion 8A) of the operation pedal (brake pedal 8) on a pedal support shaft 33 that extends in the vehicle width direction, and the lower bracket 30 A lever member (see the reverse prevention lever 40) that is pivotally supported by the dash lower panel 3 at the center of the vehicle width direction axis (see the horizontal axis 41) and the lever member (the reverse prevention lever 40) are spaced apart rearwardly. A vehicle body rigid member (instrument panel member 60) positioned at the rear, and the lower bracket 30 is capable of swinging its rear end backward. A movement allowing portion 70 is provided, a front portion of the lever member (retraction preventing lever 40) is pivotally supported by the dash lower panel 3, and a rear portion of the lever member (retraction preventing lever 40) is the vehicle body when the dash lower panel 3 is retreated. It is formed so as to have a contact portion 46 at a position where it receives a collision load in a direction in which it collides with the rigid member (instrument panel member 60) and rotates, and the lower part of the lever member (retraction prevention lever 40) is the lower bracket. 30. The vehicle body rigid member cannot swing to a coupling portion (see the fastening portion by the pedal support shaft 33 and the bolt 73 and the nut 74 tightened by the nut 38) provided behind the swing allowable portion 70 of the 30. They are joined with such a strength that they can be separated by a collision load from the (instrument panel member 60) (see FIG. 15).

According to this configuration, in a normal state, the lever member (retraction prevention lever 40) also serves as a member for connecting the pedal support shaft 33 and the vehicle width direction axis (horizontal shaft 41) on the dash lower panel 3 side. The member (retraction prevention lever 40) contributes to the improvement of the pedal support rigidity. Thereby, the weight of the lever member (retraction prevention lever 40) can be reduced.
Further, when the dash lower panel 3 is retracted due to a frontal collision, the connecting portion moves rearward substantially in the same direction as the swinging direction of the lower bracket 30, so that the lower side is provided without providing a conventional guide surface or wire. The rear swing of the rear portion of the bracket 30 can be promoted to prevent the pedal from retreating.

Further, since the lever member (retraction prevention lever 40) and the vehicle body rigid member (instrument panel member 60) are separated from each other, the following effects are obtained.
In other words, this separation structure does not require any assembly accuracy between the lever member (reverse prevention lever 40) and the vehicle body rigid member (instrument panel member 60). In addition, at the time of a slight frontal collision, it is necessary for the occupant to operate the operation pedal (brake pedal 8) in order to avoid the subsequent secondary collision. At this light collision, the operation pedal (brake pedal 8) is in a normal state. Therefore, the operation pedal (brake pedal 8) can be operated by the occupant.

  Also in the third embodiment shown in FIGS. 15 to 19, other configurations, operations, and effects are almost the same as those in the first embodiment shown in FIGS. 1 to 8. The same reference numerals are given to the same parts, and detailed description thereof is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The dash panel of the present invention corresponds to the dash lower panel 3 of the embodiment,
Similarly,
The operation pedal corresponds to the brake pedal 8,
The support bracket corresponds to the lower bracket 30,
The vehicle width direction axis corresponds to the horizontal axis 41,
The lever member corresponds to the retreat prevention lever 40,
The vehicle body rigid member corresponds to the instrument panel member 60,
The coupling portion corresponds to a fastening portion by a welded portion 39, a pedal support shaft 33 fastened by a nut 38, a bolt 73, and a nut 74,
The groove corresponds to the long hole 47,
The rotation shaft constituting the swing allowing portion corresponds to the lower bracket support shaft 62,
The present invention is not limited to the configuration of the above-described embodiment.

The side view which shows the operation pedal reverse prevention structure of the motor vehicle of this invention The front view which shows the principal part of FIG. 1 in the state seen from the vehicle interior side Perspective view of FIG. 1 is an enlarged side view of the main part of FIG. 2 is a cross-sectional view taken along line AA in FIG. 2 is a cross-sectional view taken along line BB in FIG. 1 is a cross-sectional view of the main part along the line CC in FIG. Explanatory drawing showing the behavior at the time of vehicle collision Side view showing another embodiment of the structure for preventing the operation pedal from reversing the vehicle The front view which shows the principal part of FIG. 9 in the state seen from the vehicle interior side FIG. 10 is a perspective view. DD sectional view taken along line D-D in FIG. EE arrow sectional view of FIG. Perspective view of hinge bracket Side view showing still another embodiment of a structure for preventing the operation pedal from moving backward in a car The front view which shows the principal part of FIG. 15 in the state seen from the vehicle interior side GG arrow sectional view of FIG. FIG. 15 is a cross-sectional view taken along the line H-H in FIG. The exploded perspective view of the principal part of a pedal support unit

3. Dash lower panel (dash panel)
8 ... Brake pedal (operating pedal)
30 ... Lower bracket (support bracket)
33 ... Pedal support shafts 36, 70 ... Swing allowance part 37 ... Swing center part 39 ... Welded part (joint part)
40 ... Reverse prevention lever (lever member)
41. Horizontal axis (axis in the vehicle width direction)
42, 43 ... side wall part 46 ... contact part 47 ... long hole (groove part)
60 ... Instrument panel member (vehicle body rigid member)
62 ... Lower bracket support shaft (oscillation allowing portion, rotation shaft)

Claims (5)

In the support structure of the operation pedal arranged behind the dash panel,
A support bracket that is supported by the dash panel and that supports the upper end of the arm of the operation pedal at the tip thereof on a pedal support shaft extending in the vehicle width direction;
A lever member pivotally supported by the dash panel about the vehicle width direction axis above the support bracket;
A vehicle body rigid member positioned rearwardly from the lever member,
The support bracket is provided with a swing allowing portion whose rear end portion can swing backward,
The front part of the lever member is pivotally supported by the dash panel,
The rear portion of the lever member is formed so as to have a contact portion at a position that receives a collision load in a direction in which the rear portion of the lever member collides with the vehicle body rigid member when the dash panel is retracted.
The lower part of the lever member is coupled to a coupling part provided behind the rocking permissible part of the support bracket with a strength that is not rockable and is separated by a collision load from the vehicle body rigid member ,
A truss in which a rocking center portion of the rocking allowance portion of the support bracket, a coupling portion of the support bracket with the lever member, and a shaft support portion of the lever member and the dash panel protrude rearward in a side view. Arranged to be connected to the shape,
The coupling portion and the pedal support shaft move in a direction in which the rear portion of the support bracket swings backward than the swing allowable portion of the support bracket. Then, the coupling portion is detached, and the rear portion of the support bracket swings backward and downward. An operation pedal retraction prevention structure for an automobile, characterized in that The structure for preventing the operation pedal from retreating according to claim 1 , wherein the swing allowable portion of the support bracket has a swing center portion provided below a center of the support bracket in the vertical direction . The structure for preventing the operation pedal from moving backward according to claim 1 or 2 , wherein the swing allowable portion of the support bracket is a swing weak portion having a shape weaker in a swing direction than in a telescopic direction . Swing allowable portion of the support bracket, vehicle operating pedal anti-intrusion according to any one of <br/> claims 1-3 is rotating axis. The lever member has a side wall portion extending from the coupling portion to the pedal support shaft,
The side wall portion, an automobile control pedal retraction-preventing structure according to the any one of the pedal support shaft terms slide groove capable recession provided <br/> claims 1-4 when swinging.

Images