KR100796834B1 - Auxiliary device for a pedal of an automobile - Google Patents

Abstract

The present invention relates to a pedal assist device of a vehicle, and more particularly, to induce an ergonomically ideal foot movement during pedal operation of a vehicle, causing more tension and burden on the driver's legs, particularly knee joints and muscles around the knee joint. The present invention relates to a pedal assist device 11 of a vehicle that can provide a driver with a comfortable and comfortable driving environment. The present invention is installed in the rear position of the pedal of the vehicle to support the heel, the pedal assist device 11 of the vehicle, characterized in that the support surface for supporting the heel has a convex curved slope of the uphill slope toward the front. ).

Description

Pedal Assist for Cars {AUXILIARY DEVICE FOR A PEDAL OF AN AUTOMOBILE}             

1 is a view showing a conventional pedal assist device.

2 is a view showing another conventional pedal assist device.

3A and 3B are diagrams illustrating the step of stepping on the pedal in a state where the pedal assist device is not installed.

4A and 4B are diagrams illustrating a step of stepping on a pedal in a state in which the pedal assist device of FIG. 1 is installed.

5A and 5B are diagrams illustrating an operation of stepping on a pedal in a state in which a pedal assist device according to an embodiment of the present invention is installed.

6A and 6B illustrate the geometry of the pedal assist device of FIGS. 5A and 5B.

FIG. 7 is a diagram illustrating a state in which the right foot of the driver travels.

Figure 8 is a perspective view showing the pedal assist device of Figures 5a and 5b.

9A and 9B are exploded perspective views of the pedal assist device of FIG. 8, and FIG. 9A is a view from above and FIG. 9B is a view from below.

FIG. 10 is a view illustrating a state in which the retainer and the support part are pulled out by a predetermined distance and assembled in the pedal assist device of FIG. 8.

<Description of the symbols for the main parts of the drawings>

1: Pedal 1a: Brake Pedal

1b: Accelerator Pedal 11: Pedal Assist

12: base 14: retainer

16: base member

The present invention relates to a pedal assist device of a vehicle, and more particularly, to induce an ergonomically ideal foot movement during pedal operation of a vehicle, causing more tension and burden on the driver's legs, particularly knee joints and muscles around the knee joint. The present invention relates to a pedal assist device for a vehicle that can provide a comfortable and comfortable driving environment for a driver.

Stepping on the pedals of the car is the action of pressing the pedals while the heel is lightly touching the floor of the car and sliding forward, or the heel is moving slightly forward from the floor of the car. At this time, the ankle joint is rotated so that the toe is pointed downward, the knee joint is rotated to extend the knee, the hip joint is rotated to extend the hip joint.

In order for the foot to move forward and press the pedal, most joints of the leg such as ankle joint, knee joint and hip joint should be sufficiently fixed and the whole leg should move like a lump. Press the pedal with your foot. In other words, in order to press the pedal with the foot, not only the foot but also the muscles of the entire leg must work.

However, during pedaling, even when the heel is in contact with the floor of the car, the heel is in incomplete point contact or line contact, and thus cannot serve as a stable support point, requiring higher muscle tension than when a more stable support point exists. do. The entire leg strains the entire leg muscle to act as a lump of lever arm, preventing unnecessary movement in each joint.

Particularly, in women with small feet, the pedal is operated while the heel is lifted from the bottom of the car. At this time, the tension and fatigue caused by the muscles of the lower extremities are severe, and the lower part of the body when driving for a long time in a stagnant section with many pedals Extremely bad influence

In view of the problems caused by the conventional simple pedal structure, a pedal assist device for assisting the pedal of the vehicle to perform the foot support function has been introduced.

1 is a view schematically showing a pedal assist device of a vehicle disclosed in Korean Utility Model Model No. 2000-4078.

In the initial state as shown, when the driver presses the pedal, the rear of the foot is lifted and the front of the foot is lowered and the pedal is pressed. At this time, the rotation center line of the foot becomes a straight line at the foremost end of the auxiliary seating plate 52.

Such a configuration can be similarly found in the pedal assistance device of Korea Utility Model Model No. 1997-0000915.

However, the pedal assist device of FIG. 1 does not involve sufficient knowledge and consideration of the structure of the human body, and the design is achieved by only approaching the mechanical side, and thus, a great problem in terms of ergonomics as described below. To expose.

From an ergonomic and medical point of view, in order to reduce the burden on a joint susceptible to degenerative changes or arthritis when a person performs a movement, if possible, protect the vulnerable joint by disabling it or distributing the burden to adjacent joints. It is known to be an important principle.

 In the case of the upper limb, the finger joint is the most vulnerable to degenerative changes and arthritis, so it is better to reduce the use of the finger joint and distribute the motion to the wrist, elbow or shoulder joint. In the case of a faucet, the one-touch method, which requires the use of a finger joint, is much more preferable to ergonomics and medical treatment than to a finger-turning method.

In the case of the lower extremities, the joints most susceptible to degenerative changes and arthritis are knee joints, so ergonomics are required to reduce the use of knee joints and surrounding muscles if possible. If it is possible to reduce the burden on the knee joint by distributing some of the burden on the knee joint to other joints when the pedal is pressed, it would be desirable to be ergonomic and medically desirable. People who already have knee problems will be able to reduce the discomfort and pain of their knees even if they drive a lot, and even those who do not have problems with their knee joints will be able to reduce the possibility of future degenerative changes in their knee joints. to be.

In view of this, when looking at the pedal assist device of Fig. 1, the movement of the foot is not a rotation about the ankle joint, but a rotation of one lateral line of the sole as an axis, so that the rear heel is excessively lifted when the pedal is pressed. do. This operation, compared with the conventional pedaling operation, can not expect the effect of reducing the burden on the knee joint, but rather results in an increase in the burden on the hip joint. This is an unsatisfactory result from an ergonomic and medical standpoint of reducing the burden on the knee joint.

Furthermore, the movement of the lower limbs according to the pedal operation in the pedal assist device of FIG. 1 is significantly different from the movement of the lower limbs in the conventional simple pedal structure, so that the driver may feel dissatisfaction with use and also affect driving safety. Can be crazy

In addition, since the pedal assist device of FIG. 1 prevents the driver from moving the foot from the brake pedal 1a to the accelerator pedal 1b in the pedal structure of the vehicle currently on the market, it causes a great problem in stability. Done.

In addition, the pressure transmitted to the sole from the straight line at the foremost end of the auxiliary seating plate 52 during long time operation accumulates, causing fatigue.

Furthermore, it is difficult to adequately cope with differences in body shape for different drivers and differences in pedal structures for different vehicles, and it is difficult to induce ergonomically efficient lower limb movement while being compatible with all drivers and vehicles.

On the other hand, during the development process, the present inventor has devised a pedal assist device of the configuration that can operate the pedal by the rotation of the foot around the ankle joint from a medical or ergonomic point of view, which is Republic of Korea Utility Model No. 241956 It was registered as a call.

Fig. 2 is a schematic perspective view of the vehicle pedal assistance apparatus disclosed in the inventor's prior application registration utility model.

As shown in FIG. 2, the pedal assisting apparatus of FIG. 2 includes an acceleration pressing plate 71 and a brake pressing plate 74 on which the front part of the foot is placed, and each pressing plate 71 and 74 has a receiving plate of the acceleration pressing plate on which the rear part of the foot is placed. 72 and a receiving plate 75 of the brake press plate are provided.

The acceleration pressing plate 71, the receiving plate 72 of the acceleration pressing plate, the brake pressing plate 74, and the receiving plate 75 of the brake pressing plate are provided to rotate based on the ankle center pin 77 connected to the side wall of the vehicle interior. .

The ankle center pin 77 is positioned coaxially with the ankle when the foot is placed on the acceleration pressing plate 71 and the brake pressing plate 74, and the acceleration pressing plate 71 and the brake pressing plate 74 are hinged. It is connected to the accelerator pedal 1b and the brake pedal 1a through the connected levers 78 and 79 so that the accelerator pedal 1b and the brake pedal 1a are pressed while the foot rotates back and forth around the ankle.

Reference numerals 73a and 73b denote acceleration supports, and 76 denote brake supports.

The pedal assist device of FIG. 2 fixes the knee and hip joints and manipulates the pedals by rotating the foot around the ankle joint, thus providing an ideal structure from a medical or ergonomic point of view. However, the pedal assist device of Figure 2 has the following limitations.

In the pedal assist device of FIG. 2, in order for the driver to perform the acceleration and braking operation, the driver's foot must be alternately moved between the receiving plate 72 of the acceleration pressing plate and the receiving plate 75 of the brake pressing plate. Accordingly, there is a limit to combining the pedal assist device of FIG. 2 with the pedal structure of a vehicle currently on the market.

In addition, in order to install the pedal assist device of Figure 2, in itself causes an increase in manufacturing / installation time and cost, it is not easy to fix the ankle center pin 77 to the indoor side wall, it is provided as a finished product There is a practical problem that it is not easy to additionally hinge the levers 78 and 79 to the accelerator pedal 1b and the brake pedal 1a of the vehicle.

In summary, the pedal assist device of FIG. 2 is an ideal structure from an ergonomic point of view, but has a very disadvantageous limitation in practical terms.

The present invention has been made to solve the above problems, the present invention is configured by fully considering the medical and ergonomic aspects of the pedal assist device of the car, the muscles around the knee joints and knee joints vulnerable to degenerative arthritis It is an object of the present invention to provide a pedal assist device that can reduce the burden on.

In addition, the present invention, in addition to the above-mentioned ergonomic aspects, in view of the practical aspects together, it is an object to provide a pedal assist device based on practical and ergonomics.

In addition, an object of the present invention is to provide a pedal assist device that does not give a great objection even to drivers who are familiar with the pedal pressing operation of the vehicle on the market.

In addition, the present invention provides a vehicle that can induce an ergonomically ideal foot movement without disturbing the movement of the driver's foot even when the driver moves the foot from the brake pedal to the accelerator pedal, or vice versa. Another purpose is to provide a pedal assist device.

Another object of the present invention is to provide a pedal assist device capable of inducing ergonomically efficient lower limb movement while having compatibility with various types of drivers and pedal structures.

Further, from the conventional simple pedal structure in which the heel of the foot is in point contact or the conventional pedal assist device in line contact, the present invention allows the pedal assist device to make elastic surface contact with the sole of the foot to serve as a stable support point. It is an object of the present invention to provide a pedal assist device that can remove the pressure generation factor that may accumulate on the sole during driving.

In order to achieve the above object, the present invention is installed in the rear position of the pedal of the vehicle for supporting the heel, characterized in that the support surface for supporting the heel has a convex curved gradient of the uphill inclination toward the front. To provide a pedal assist device for the vehicle.

The present invention has a very simple structure, ergonomics by minimizing the movement of hip and knee joints, especially knee joints, resulting from the conventional pedaling operation, and efficiently converting them to the rotational movement of the foot around the ankle joint. And it provides a pedal assist of the vehicle that can realize the ideal foot movement medically. As a result, it is possible to protect the knee joint most susceptible to degenerative changes and arthritis in the lower extremities of the human body.

Preferably, the curve gradient has a radius of curvature of 70 mm to 90 mm, more preferably of 81 mm. Further, preferably, the convex curve gradient has a tangential inclination of the starting point of 40 ° to 56 °, more preferably 48 °.

Preferably, the right side of the support surface has a downhill slope gradient toward the right side. Here, the pedal is a brake pedal and an accelerator pedal of the vehicle, the pedal assist device of the vehicle is configured to support the driver's right heel in common to the brake pedal and the accelerator pedal. By giving a downhill slope to the right side of the support surface of the pedal assist device, it is possible to induce natural foot movement without disturbing the driver when moving the toe from the brake pedal to the accelerator pedal.

Preferably, the pedal assisting device is elastic so that it is elastic when external force is applied to the support surface. The elasticity imparted to the pedal aid reduces the pressure on the soles of the foot and also induces natural movement of the lower extremities. In other words, the foot movement is different for each individual, and in order to overcome the limitation that can be caused by inducing the movement of the lower limbs, which is a multi-joint movement, with only a very simple structure, the pedal assist device is to give elasticity to the pedal assist device.

Preferably, the support surface has an elasticity value of 20 to 35 degrees as a C-type hardness tester measurement.

Preferably, the pedal assisting device includes a base member fixed to the bottom of the vehicle, a retainer fixed to the base member so as to be movable back and forth, and a support portion fixed to the retainer to elastically support the heel.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

3A and 3B are diagrams illustrating the step of stepping on the pedal in a state where the pedal assist device is not installed.

When the driver looks at the conventional pedaling motion according to the movement of the foot (3), there is a difference depending on the driver, but largely divided into two motions. One is the operation of pressing the pedal while rotating around the heel, and the other is the operation of moving the entire foot 3 forward.

As a result of the measurement of the present inventors, there are differences depending on the physique and habits of the driver, but the angle of the sole of the driver with the bottom of the car is about 40 ° to 48 ° before the pedal is pressed and about 25 ° to 35 ° when the pedal is pressed It was investigated that the distance moving forward is about 15mm ~ 30mm.

Looking at the movement of the entire lower limb, the driver's thigh 7 is rotated downward with the hip joint as the rotation center, the calf 5 is rotated upward with the knee joint 6 as the rotation center, the foot (3) is The articulated joint is rotated downward with the heel as the center of rotation.

4A and 4B are diagrams illustrating a step of stepping on a pedal in a state where a pedal assisting device having a flat top surface as shown in FIG. 1 is installed.

As shown, it can be seen that in the initial state of FIG. 4A, when the pedal is pressed, the heel is excessively lifted while being converted to the state of FIG. 4B. Due to the excessive lifting of the heel, the position of the knee joint of the driver moves upwards as opposed to FIG. 3b. Will rotate.

This means two points.

First, the effect of reducing the rotational load on the knee joint and the burden on the surrounding muscles cannot be expected.

 Secondly, the motion of the lower limb of FIG. 4b is significantly different from that of FIG. 3b, which not only causes severe rejection for drivers who are accustomed to the existing simple pedal structure, but also is not accustomed to the new pedal stepping operation when sudden braking is required. Risk of accidents caused by inadequate driver's pedal operation. In conclusion, the pedal assist device of Figures 4a and 4b is a structure that can never be employed in a vehicle that secures human life.

5A and 5B are diagrams illustrating an operation of stepping on a pedal in a state in which a pedal assist device according to an embodiment of the present invention is installed.

When the driver presses the pedal 1 with the foot on the pedal assist device 11, the foot moves from the state of FIG. 5A to the state of FIG. 5B, as if rolling on a structure having a curved upper surface. Seems to move.

When the pedal assist device 11 of FIGS. 5A and 5B does not step on the pedal, it simply functions as a heel rest that supports the heel of the driver, thereby reducing the tension of the entire lower limb muscles of the driver and reducing fatigue. To reduce the effect. An example of a similar effect is the comfort of hands and arms with a wrist rest under the wrist when using a computer mouse.

When the pedal was pressed, the upper surface of the pedal assist device 11 was curved to support the foot efficiently in the process of moving the foot forward as the angle of the sole and the function of the heel rest were reduced. . The reduction in the angle of the sole and the advancing distance of the foot, which are required in the conventional pedaling process, are obtained by rolling the structure over a structure in which the foot has an uphill convex slope gradient where the tangential slope becomes smaller.

At this time, the lower limb movement was converted from the rotation of the knee joint to the rotation of the ankle joint in the conventional simple pedal structure. Does not cause

5b compared with FIG. 3b, the same pedal press degree is obtained. By using the pedal assist device of the present invention, the rotation of the knee joint 6 is reduced while the rotation of the ankle joint 4 is increased. have. This is a result of the rotation of the knee joint 6 is converted to the rotation of the ankle joint (4). Therefore, it can be seen that the pedal assist device of FIGS. 5A and 5B can protect the knee joint vulnerable to degenerative arthritis, compared to the conventional simple pedal structure of FIGS. 3A and 3B.

In addition, FIG. 5B contrasts sharply with FIG. 4B where the burden of rotation of the knee joint is still large due to excessive lifting of the heel.

As a result, when the pedal assist device of FIGS. 5A and 5B was used, the degree of rotation of the knee and hip joints was the least. Therefore, the pedal assist device of FIGS. 5A and 5B is most suitable for protecting the knee joint, It can be seen that it can induce efficient foot movement.

This was also supported by the experimental results of the inventors of Tables 1-2.

Table 1 shows the results of experiments to compare muscle fatigue in each case using EMG, and the result of measuring Mean Power Frequency Shift (unit: Hz), which is an indicator of muscle fatigue measurement.

A B C Thigh muscle 23.5087 10.69315 8.880603 Biceps femur 12.28995 11.40465 9.708527 Foreground 14.56724 2.910413 4.721033 Gastrocnemius 21.06404 5.582908 6.553518

here,

A does not use pedal assist,

B is for pedal assists with a flat top face,

C is for pedal assist with curved top

The rectus femoris muscle is an extensor muscle of knee joint that is involved in stretching the knee.

The biceps femoris muscle is the flexor muscle of knee joint, the muscle involved in bending the knee.

The tibialis anterior muscle is the dorsiflexor muscle of ankle joint, which is involved in lifting the toe up.

Gastrocnemius muscle The plantarflexor muscle of ankle joint, which is the muscle involved when the toe is lowered.

Mean power frequency shift is significant in all four muscles in case of B using a pedal aid with a flat top surface and C using a pedal aid with a curved top surface as compared to A without a pedal assist. It was confirmed that the fatigue was reduced to reduce the fatigue, which proves that the pedal assist device acts as a support point for the pedal and the heel rest when the pedal is pressed in both the B and C cases.

When comparing B and C, B is more advantageous than C in the forearm and gastrocnemius muscle mainly involved in the movement of the ankle joint (4). C was advantageous over B.

This is especially useful for patients with knee joints, which have a flat top pedal assist B, which is able to achieve some of the effects of force and heel rest on the entire leg, but is required to reduce the burden on the knee and the muscles around the knee joint. This is not the case, showing that only the upper surface is curved C can be effective for patients with knee joints.

In the case of the muscles involved in the movement of the knee joint, the quadriceps muscles and the biceps femoral muscles, the effect of the fatigue reduction was remarkable when the pedal assist device having the curved surface of the present invention was designed, and in the case of C, Mean power frequency shift, a measure of fatigue, was reduced by 17% in the quadriceps and 15% in the biceps.

Table 2 shows the result of measuring the muscle activity (Normalized Root Mean Square (mV)) of each leg.

A B C Thigh muscle 0.077616 0.037488 0.035508 Biceps femur 0.071609 0.067073 0.057946 Foreground 0.046963 0.032809 0.022092 Gastrocnemius 0.081457 0.012065 0.027329

Table 2 compares the muscle activity of the lower extremities, and compared to A, it was also found that the activity of all the muscles examined in both B and C decreased, that is, less force when pedaling. .

When comparing the case of B and the case of C, the activity of the muscles in the present inventors C was 6% and 14% less than B in the case of the quadriceps muscles and the biceps muscles involved in the rotation of the knee joint 6, respectively. It was confirmed that the effect of reducing the burden on the knee joint (6).

In summary, the experimental results of Tables 1 and 2 illustrate that the upper surface of the pedal assisting device 11 should be curved in order to help a person with severe degenerative changes in the knee joint or an arthritis patient.

When comparing the pedal assist device of FIGS. 5A and 5B with the pedal assist device of FIG. 1 described above, if only the mechanical structure is considered, the linear slope gradient of FIG. 1 is merely changed to a curved slope gradient, but the recognition of the present invention is recognized. The starting background, process, and effects are ergonomically based.

That is, the inventor of the present invention intends to achieve that the foot of the foot is not simply to be placed more comfortably by stepping on the pedal 1 and the back of the foot on the wedge-shaped structure. Ergonomic and medically ideal pedal operation by converting the foot movement to the ideal movement from an ergonomic point of view, i.e., by converting the rotation of the knee joint 6 of the conventional pedal pressing operation into the rotation of the ankle joint 4 It is intended to induce.

Even when the pedal assist device of FIGS. 5A and 5B is compared with the pedal assist device of FIG. Although the pedal aid of FIG. 2 is ideally ergonomically, it has already been limited in its practicality.

However, through the pedal assisting device and a series of development process (Pre-registered Utility Model No. 241956, Patent Application Nos. 2001-44692, 2002-1762, 2003-18238) of FIG. As a result of investigating the trajectory of the movement of the foot, the inventors found that the foot is centered on the ankle joint 4 in the conventional pedaling operation only by rolling the foot over a structure having a convex curve gradient of inclined uphill toward the front. It has been found that rotational motion can be incorporated.

Here, features of the present invention can be found. That is, the present invention can be approached to the ideal ergonomic movement of the foot while having a very simple structure. This shows a remarkable difference when compared with the complicated structure of the conventional pedal assist device of the present inventor of FIG.

6A and 6B illustrate the geometry of the pedal assist device of FIGS. 5A and 5B.

As shown, the radius of curvature of the curved surface of the pedal assist device of FIGS. 6A and 6B is 81 mm. This is a value based on the experiment of the present inventors, and the result is that the radius of curvature of the pedal assist device is preferably 70mm to 90mm, more preferably 81mm.

When the radius of curvature of the pedal assist device was smaller than this, it was difficult to function as a heel rest supporting the sole during the step of pedaling, and when it was larger than this, it was difficult to obtain the degree of pressing of the pedal required for pedal operation.

The tangential slope of the starting point at which the curved surface of the pedal assist device of FIGS. 6A and 6B starts is 48 °. This is a result of measuring the angle of the sole of the foot when the pedal is not depressed according to the individual deviation is 40 ° ~ 48 °, the tangential inclination of the starting point of the start of the curved surface of the pedal aid is preferably 40 ° ~ 56 ° . If it is smaller than this, the height of the pedal assist device is not sufficient to perform its function, and if it is larger than this, it is not ergonomically desirable because the change of the sole angle accompanying the pedal operation is excessive.

As shown in Fig. 6B, when the tangential inclination of the starting point is 48 degrees and the angle of the sole is 40 degrees, the sole and the pedal assist device come into contact with each other at a position 7.9 mm from the floor rather than the starting point.

6A and 6B show a pedal assist with a 2 ° tangential slope of the curved end point.

Figure 8 is a perspective view showing the pedal assist device of Figures 5a and 5b.

As shown, the pedal assist device 11 is provided at the rear position of the pedal 1 of the vehicle, that is, the brake pedal 1a and the accelerator pedal 1b, to support the heel.

The pedal assist device 11 includes a support 12, a retainer 14 and a base member 16.

The right side of the support 12 of the pedal assistance device 11 has a slope downhill toward the right, where one feature of the present invention can be found.

When considering the ideal movement of the foot, the most anatomically efficient movement with the tip of the toe moving to the right and the least muscle fatigue is not the operation of simply rotating the tip of the toe to the right with the sole of the foot downward as shown in FIG. Inversion motion (inversion), that is, the sole is opened toward the inside, the toe is rotated to the right and slightly lowered. Therefore, in a vehicle currently on the market, the accelerator pedal 1b is designed to be located slightly below the front of the brake pedal 1a.

This means that a pedal assist device having a flat top surface as shown in FIG. 1 and a pedal structure of a vehicle currently on the market cannot be harmonized with each other. That is, the flat upper surface of the pedal assist device rather interferes with the inner half of the driver's foot, so that the toe is not sufficiently leaned, which means that the foot cannot be put on the accelerator pedal 1b only by moving the toe.

In contrast, the present invention, in terms of ergonomics, the pedal assists to induce the most anatomically efficient and comfortable toe movement, and in terms of the device perfectly harmonized with the current pedal structure of the vehicle on the market The slope of the downhill slope was given to the right side of the upper surface of the apparatus 11 toward the right side.

Another ergonomic consideration of the present invention can be found in the elasticity of the pedal assist device 11.

Each person is not the same size and structure of each foot. This means that the trajectory of each driver's foot shows some difference even when the foot is rotated around each ankle.

On the other hand, the kinematic structure of the pedal (for example, the height of the pedal from the floor, the trajectory of the pedal when the pedal is stepped) also has some differences for each vehicle type. This means that the pedal assist device of the same structure cannot be perfectly matched to the different kinematic structures of the pedal 1.

This difference is a barrier to the ideal movement of the foot. Therefore, there was a need to compensate for the decrease in efficiency due to this effect, and the inventors found out that this can be solved simply by applying elasticity to the support part 12 in direct contact with the heel rather than by a separate mechanical configuration. . Also, the latter method was much more effective than the former method.

In addition, the elasticity of the pedal assist device serves to reduce the fatigue of the driver by minimizing the pressure applied to the sole. When driving for a long time, this can be contrasted with the conventional simple pedal structure or pedal assist device that the pressure is accumulated through the heel or the lateral line of the predetermined position of the sole (in the case of Figure 1) to make the driver feel fatigue easily. .

Therefore, in Figure 8, by adopting an elastic support 12, such as polyurethane, it performs a cushioning function by itself, not only functions as a cushioning material, but also enables the surface contact with the heel of the driver It is intended to disperse the pressure on the foot. In addition, during the rolling motion of the foot, it also performs a function to prevent the foot from slipping on the pedal assist device that the upper surface is curved.

Preferably, the support 12 is selected from a material having an elasticity value of 20 to 35 degrees as a C-type hardness tester. When the elasticity value is smaller than this, the effect of lowering the pressure applied to the driver's foot is reduced, and when the elastic value is larger than this, it is difficult for the smooth foot to prevent the rolling motion by drawing a predetermined trajectory and to perform the original function of the sole support.

9A and 9B are exploded perspective views of the pedal assist device of FIG. 8, and FIG. 9A is a view from above and FIG. 9B is a view from below.

The base member 16 is fixed to the bottom of the car using the velcro 16e. Thus, the pedal assist device 11 is detachably fixed from the bottom of the car. The lower surface of the base member 16 is provided with a recessed portion 16d which is a space in which the Velcro 16e can be adhesively fixed. In addition, a fixing needle 16g protrudes from the lower surface of the base member 16 to assist the velcro 16e so that the base member 16 does not slip from the bottom of the vehicle.

The base member 16 is provided with the unevenness | corrugation 16a in the upper surface, and the guide long hole 16b formed along the front-back direction in the inside of both side walls.

The retainer 14 has protrusions 14b on both sides. The protrusion 14b is fitted into the guide long hole 16b of the base member 16, so that the retainer 14 is not allowed to move away from the base member 16, only allowing forward and backward movement.

The retainer 14 has an unevenness 14a corresponding to the unevenness 16a of the base member 16 on the lower surface thereof. Accordingly, the engagement of the retainer 14 relative to the base member 16 is limited by the engagement of the unevenness 14a of the liner 14 and the unevenness 16a of the base member 16. In order to move the retainer 14 back and forth, the handle 14f is lifted upward to release the engagement between the unevenness 14a of the retainer 14 and the unevenness 16a of the base member 16. In this state, the retainer 14 is moved in the desired front-rear direction, and then the handle 14f is released. Then, the unevenness 14a formed on the lower surface of the handle 14f is engaged with the unevenness 16a of the base member 16 to restrain the front and rear movement of the retainer 14. FIG. 10 is a view showing a state in which the retainer 14 and the support part 12 are pulled out by a predetermined distance and assembled in the pedal assist device of FIG. 8.

The retainer 14 has two upper and lower through holes 14c, and two protruding heads 12c are provided on the lower surface of the supporting part 12. As shown in FIG. The protruding head 12c of the support part 12 is fitted in the state penetrated by the through hole 14c of the retainer 14, and the support part 12 is fixed to the retainer 14. As shown in FIG.

According to the above configuration, the present invention has a very simple structure, the pedal of the car that can realize the ergonomic and medically ideal foot movement by incorporating the rotation of the ankle joint to the existing pedal pressing operation when the pedal operation of the vehicle There is an effect that can provide an auxiliary device.

Claims (8)

delete It is installed in the rear position of the pedal of the vehicle for supporting the heel, the support surface for supporting the heel is provided with a support having a convex curved slope of the uphill slope toward the front, The convex curve gradient, the radius of curvature is 70mm ~ 90mm, the tangential slope of the starting point of the vehicle pedal assist device, characterized in that 40 ° ~ 56 °. The method of claim 2, The convex curved gradient of the pedal assist device of the vehicle, characterized in that the radius of curvature is 81mm, the tangential slope of the starting point is 48 °. The method according to claim 2 or 3, The right side of the support surface, the pedal assist device of the vehicle, characterized in that it comprises a slope downhill toward the right. The method according to claim 2 or 3, The pedal is a brake pedal and an accelerator pedal of the vehicle, the pedal assist device of the vehicle pedal assist device of the vehicle, characterized in that to support the driver's right heel common to the brake pedal and the accelerator pedal. The method according to claim 2 or 3, The support surface of the vehicle pedal assist device, characterized in that the elastic behavior when the external force is applied to the support surface. The method of claim 6, The support surface is a pedal assist device of a vehicle, characterized in that it has an elastic value of 20 to 35 degrees C-type hardness tester measured value. The method according to claim 2 or 3, A base member fixed to the bottom of the car, And a retainer fixed to the base member so as to be movable back and forth, Pedal assist device of the vehicle, characterized in that the support is fixed to the retainer.

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