Motor vehicle safety arrangement

Translation of description of equivalent WO 9622903 A1

Security arrangement for a motor vehicle

The invention relates to a safety arrangement for a motor vehicle according to the Ober¬ clause of claim 1.

A generic security arrangement has become known from DE 21 51 599- C2 (B 60 R 21/04). Within an instrument panel there is a deformation member angeord¬ net, the rectilinear extends approximately across the entire vehicle width and is formed as Knie¬ retaining member. The deformation element is simultaneously used to support the steering and / or storage of the pedals. Referring particularly to parallel pending US 3, 856, 103 illustrated in detail is, in a frontal collision through the associated bulkhead intrusion with an impingement derPedal- articulation in the manner expected that the foot lever in the direction of the vehicle occupant is moved and thus in particular the lower extremities at significant risk. It became known recently constructions, either a pivoting of the pedal towards bulkhead (see DE 39 04 616 A1 - B 60 T 7/06) pull or Heraus¬ thereof provide from the footwell out (see for example the DE 43 05290-A 1, B 60 K 23/00). The last two documents the common Wirk¬ principle is that which occurs in a frontal impact of the dash panel intrusion results in a relative displacement with respect to a transverse and substantially rigid mounting bracket. From this relative motion panning or Schiebe¬ obtained motion by a particular arrangement of the associated pedal function parts.

The invention has the object to provide for motor vehicles, a security arrangement, including pedal mechanism through which the Verietzungsgefahr for vehicle occupants can still be further reduced.

This object is achieved according to the characterizing features of claims 1 and 8. The dependent claims contain particularly expedient refinements of Erfin training. ie According to the invention is also Derde-43 05 290, the transverse veriaufende the direction of travel support member resistant to bending and addition of the bulkhead decoupled in such a way as Derde-39 04 616 A1 and that its spatial position even when a head-on or offset collision despite bulkhead intrusion maintains. Unlike genann¬ ten citations, the foot pedal according to claim 1 but not disposed between biege¬ stiff carrier and bulkhead, but on the bending resistant carrier itself. Thus, the normally spaced from the bulkhead foot lever retains its harmless to the vehicle occupant position, at least at. However, according to a particularly advantageous embodiments of the invention may alternatively or additionally a swiveling motion in the way are generated that from Spritzwand- and / or genset veriagerung actuation forces for pivoting or displacement of the pedal be recovered.

The articulation of the pedal directly to a building solid support member is grundsätz¬ Lich known from Derde-3040 722-02 (B60 T 7/04). Starting from a base plate, the support element is there, however, running substantially vertically standing and ranges in remaining so close to an outer wall that can be expected by an impacting object with an inward movement of the entire vehicle and thus also of the fact hinged foot lever in an accidental actuation of this outer wall is.

Particularly advantageous is an extension of the rigid support member between two body posts, ie for example between the two so-called A-pillars. By this measure also the stability of the body is significantly improved in the side impact accidents. A further increase in stability can erfol¬ gene by a unique con- nection of the carrier element to a running in the center of the vehicle transmission tunnel. In addition, the erfmdungsgemäße support member is used as a lower bearing point for a steering column. An increased level of safety is also provided when the steering column is equipped with a telescoping force limiter. The accidentally exerted by the occupant on the steering forces are limited to an acceptable level.

Another advantage of the inventive concept can be seen in the fact that beispiels¬, the acoustics can be improved in the passenger compartment through the mounting of the brake booster and master cylinder on the support element, as a direct excitation from the generator room out no longer takes place. In a preferred embodiment it is provided that all members of the brake system actuation supply elements such as foot lever, push rod, brake booster and master cylinder as well as the rest of the pedals for actuating Leistungsstellgliedem and Kupplungs¬ organs including steering are summarized together with the support element to a Vormontagesatz. In addition still holding members for an air bag carrier or knee pads can also be provided on the support element. The latter can also be formed by an at least indirectly to the support member supportable glovebox flap. in total it also reduces the assembly costs for a vehicle equipped with an inventive pedal mechanism motor vehicle. It is also NEN still erwäh¬ in that the carrier element is not subjected to high loads due to the decoupling from the bulkhead and therefore only the force exerted on the pedal mechanism actuating forces and the intrinsic weight of other functional parts have to be considered for its design strength. For this reason, the carrier element is preferably made of a light metal, for example as extruded aluminum section is executed. Fabricated in this manner hollow profile with a closed cross-section can also be used simultaneously as an air or Flüssigkeüsführungsrohr.

Advantageous embodiments of the invention will now be explained in detail with reference to the voltage closer Zeich¬. It shows each in a schematic representation

Figure 1: a perspective view of the basic installation position of a running and decoupled from a bulkhead within a passenger compartment of the support element,

2 shows a view according to the sectional plane X in Figure 1,

Figure 3 is a plan view of the support member shown in Figure 1,

Figure 4: a running according to Figure 1 support member having a specific articulation on pillars parts of a vehicle,

5 shows a modification of the embodiment shown in Figure 2,

6 shows a further embodiment of the invention in a way comparable to Figure 2 view

7: a belonging to the 6 top view, Figure 8: in a way comparable to Figure 2 view the arrangement of a master cylinder innerfialb the passenger compartment,

9 shows an embodiment in which the Pedalverschwenkung is obtained from a crash-induced displacement of the dash panel,

Figure 10: in a way comparable to Figure 2 View a pivoting about a vertical axis brake booster, which initiates a Pedalverschwenkung in crash-related displacement,

Figure 11: a plan view of the arrangement shown in FIG 9,

Figure 12: in a way comparable to Figure 2 View a pedal mechanism, in which a master cylinder by a tie rod is actuated,

Figure 13: a modification of the arrangement shown in Figure 12,

Figure 14: a pedal mechanism with the foot controls associated actuator which enables Pedalverschwenkung independent of the bulkhead and Intrusion

Figure 15: a modification of the embodiment shown in FIG. 13

The same components in all the figures have the same numbering.

It can be seen in Figure 1 a not numbered section from a rich Vorderwagenbe¬ a vehicle not shown here. When present essential component herein tubular support 1 is shown extending unterttalb a non beziffer¬ th water tank between a left A-pillar 2 and a right A-pillar 3 and gehal¬ at these on end flanges 4 and 5 by means of screw or plug connections th is. The A-pillar 2, 3 are typically in the modern motor vehicle elements of the car body, which after a collision both their position relative to one another as hardly change their position to others not affected by the collision body sections. The carrier element 1 is limiting of a gesture passenger compartment bulkhead 6 so far offset to the inside, that in strong frontal collisions preferably no touching contact between these components is generated, or the intrusion of the dash panel 6 through the support member 1 is finally stopped. About supporting cheeks 7 and 8 of the central region of the carrier element 1 is supported on a central tunnel 9, which is part of an overall designated 10, floor panel. The driver-side facing side support 8 is used to attach a steering framework 11 on which here executed in unspecified, a steering column 12 is held, the upper end is covered by a steering wheel 13 and the lower end of a lower steering column bearing 14 to the support member beyond 1 is coupled. As an alternative to con- nection of the steering column 12 on the steering rack 11 can also be a storage of the upper end directly to a water tank here not shown and the bulkhead 6 upwards limiting. This is designed in its dimensioning on crash stresses that the upper pivot point remains nearly stationary. By means of an only schematically indicated joint head 15 is effected the transfer of the introduced on the steering wheel 13 steering movement to a not further shown and the wheels of the vehicle associated with the steering gear. By connecting the Lenk¬ column 12 on the stationary support element 1 on the steering column bearing 14 which is Lenkungs¬ movement independent of the bulkhead intrusion. The steering motion is used in this way to provide for an occupant restraint function.

According to a particularly advantageous development of the invention, the bearing on the steering rack 11 is designed with a specific predetermined resiliency so that in a crash situation, a defined steering movement can be achieved. Because when Frontal¬ the main burden of the bulkhead 6 upstream from the engine compartment er¬ inventively arranged carrier element 1 impact are recorded, compared to a conventional mounting of the upper steering column end a reduced supporting effect is sufficient. By appropriate coordination with the deformation behavior of Was¬ serkastens can in this way after an accidental actuation of the Lenk¬ wheel 13 the kinematics of the upper pivot point of the steering column 14 be influenced, especially if be a largely deformation stiff Stre¬ a coupling the articulation point on a stationary body part - for example, on the center tunnel - takes place. Preferably accidental trajectory of Anlenk¬ is point designed to the einge¬ between steering axle and base plate 10 connected angle amount after reduced to such a eingebau¬ air- bag (not shown) in the steering wheel 13 relative to the vehicle occupants improved in a moving restraining position. The steering wheel 13 is thus defined moves downward.

Key components of the carrier element 1 associated pedal assembly here are a clutch pedal 16, a brake pedal 17 with a kick plate 17a and an accelerator 18th Überden in Figure 1 shown periphery addition, the steering column 12 carried telescopes pierend in Figure 2, namely 12c with an integrated force limiter 12a between a lower steering column portion 12b and an upper steering column part. In the latter, a steering wheel shaft 13a is disposed, wherein the energy-dissipating nach¬ giebige steering wheel 13 accommodates at its upper end and is supported at its lower end in front of the force limiter 12a relative to the lower steering column part 12b. Upon action of the steering wheel 13 by an accidental impact of the occupant acting on the occupant impact force is transmitted to the carrier element 1 and limited energy consuming using the Kraftbe¬ limiter 12a to an allowable maximum. In addition, Figure 2 is yet to see a brake booster 19, the outside of the passenger compartment in the machine room of Fahr¬ zeugs mounted on the bulkhead 6 and a push rod 21 of the brake pedal 17 can be charged with a him zugeord¬ Neten master cylinder 20th The latter is articulated about a pivot point 22 on a bearing block 23, which in turn is rigidly connected to the support member. 1 In the case of the brake pedal 17 according to the arrow 24, a pivoting of the brake pedal 17 about the articulation point 22 occurs An upper end 25 a hereinafter described in more detail actuator rod 26 acts as a pedal stop, is when the brake pedal spring operated again held at rest.

The actuating rod 26 is now designed so that they have a predetermined breaking point 27, preferably in the range of the dash panel 6, is first arranged stationary with respect to the carrier element first The strength of the predetermined breaking point 27 is dimensioned so that the function of the pedal stroke is 25 always ensured during normal driving. To Betätigungs¬ rod 26 also includes a sliding guide 28, which is penetrated by the brake booster 19 associated pushrod 21st With respect to a case of a frontal crash relative to the vehicle body movable mass M (for example, a Getriebe¬ housing or engine block) is effective as a transmission element operating rod 26 is oriented so that the displacement of the mass M according to arrow 29 a Ver¬ pivoting of the brake pedal 17 via the pedal stop 25 about the articulation point 22 in accordance with arrow 30th In addition, the bending of the pressure bar 21 ensures in the position shown with dash-line position for rotation of the brake pedal 17. Advantageously, the length of the actuating rod 26 such that in accordance with the direction indicated in the drawing buckling of the brake push rod 21, the brake pedal 17 is no longer on the pedal stop 25 bears. The forced operation of the brake pedal 17 is canceled in this manner, so that a possibly between bulkhead 6 and brake pedal 17 pinched foot will be crushed. From those described above, so it is clear that in the embodiment shown in Figure 2 by the decoupling of support element 1 and bulkhead 6 on the one hand and occupant by additionally introduced pivoting of the pedal from Fahrzeug¬ away the other, a multiple degree of security against foot injuries introduced has been.

To further illustrate the relationships shown in Figure 2 shows the Drauf¬ view in Figure 3, the basic mode of operation of the operating rod 26 in Zusammen¬ connection with the mass M and the brake pedal 17. Also seen are still Mitnah¬ mezapfen 31, 32, by the next the brake pedal 17 and the clutch pedal 18 and the accelerator pedal 16 from exposure towards bulkhead 6 are movable in a talcrash Fron¬.

In the embodiment shown in FIG 2 is caused by the telescoping executed steering column 12, that during a displacement of the steering gear in the direction of the passenger compartment attached to the framework 11 upper part of the steering column 12 is not passed on. The position of the steering wheel 13 relative to the vehicle occupant, thereby maintaining.

The support of the carrier element 1 via the supporting plates 7 and 8 ensures that during a side impact, the support element 1 can not buckle. By this measure the strength of the entire vehicle body against side impact forces erheb¬ is cantly improved. At the same time, the invention enables thus the reaction of a Sicherheits¬ concept as it is known from Derde-3928869-A1 (B60 R21 / 00). Depending on the bauverhältnissen Ein¬ may on separate supporting plates 7, 8 are optionally omitted, then for example, the support element 1 to hinge directly on the center tunnel. A wei¬ tere variant can consist in that the central tunnel is 9 erfiöht the fire panel-side end and the carrier element 1 with a direct connection performed on the center tunnel 9 is a two-part t. In a simplified embodiment may optionally be dispensed with the passenger assigned half. This could especially be the case when other measures have been taken to realize the safety concept described in DE 3928 864-A1.

Also in the variant shown in Figures 4 and 5, a pivoting of the pedal 17 is generated in the direction of arrow 24 by a crash-induced relative movement of the mass M relative to the vehicle body as shown by arrow 29th Additionally or alternatively to the executed in Figure 2 embodiment, however, takes place here a To a rotation of the supporting member 1 according to the arrow to allow loading of the bearing block 23 by the operating rod 26, 33, the bearings of the Träger¬ are rotatable element 1 in the two A-columns 2 and 3 after exceeding a predetermined force. The example of the A-pillar 3 this rotatable articulation will now be described with reference to FIG. 4 For mounting flange 4 belongs here a receiving sleeve 34, in which the free end of the carrier element 1 is inserted. The rotation between the carrier element 1 and receiving sleeve 34 via a shear pin 35, the if and breaks, if for example in a frontal collision, the force exerted by the mass M on the operating rod 26 exceeds a predetermined amount. Taking into account the elastic Torsionsverhaltens of the carrier element 1, the strength of the shear pin 35 is dimensioned such that for serious Frontalaufprälle a rotation of the supporting member 1 as shown by arrow 33 is always possible. At this point it should be noted that even shear toothing or Reibschlußkupplungen are possible instead of shear pins. Also conceivable the targeted Einbrin¬'s supply of predetermined breaking points on the type of cross-sectional weakening at a formschlüssi¬ gen connection between the carrier element 1 and receiving sleeve 34. In the same way also the connections between the carrier element 1 and the supporting plates 7 can be performed. 8 The bearing block 23 may be secured by means of a shear pin secured pivot bearing on the support member 1 to keep the extent of the twisting masses as low as possible at a Pedalverschwenkung.

In the embodiment illustrated in the figures 6 and 7 of Bremskraftver¬ is more decoupled from the bulkhead 19. In case of a crash-induced intrusion of the dash panel 6 remains the supply plate to the support element 1 via support ribs 36, 37 and a Betäti¬ 19a (see Figure 7) held brake booster 19 in the shown in the drawing position, because the bulkhead 6 due to an elastic connection with the mounting plate 19 can perform 19 relative movements via a circumferential membrane 38 to the brake booster. so that no displacement movements 17 are forced by the pressure rod 21 to the brake pedal. Also the relative position of the bearing block 23 to the support ribs 36 and 37 on the one hand and to the cross member 1 anderer¬ hand remains unchanged. The intrusion of the bulkhead 6 is thus completely decoupled from the pedal mechanism and can therefore not lead to a dangerous shift of the pedals 16 to 18 toward the vehicle occupant.

Similarly, the principle of operation in the embodiment shown in FIG. 8 There, the brake booster 19, together with the master cylinder 20 is also fully decoupled from the bulkhead. The attachment of these two components are recorded directly on the carrier gerelement 1, specifically here, for example, above the lower steering column bearing 14. The hinged on the bearing block 23 brake pedal 17 thus does not transmit the actuating movements directly into the machine room, but first applied the hospitable cell within the Fahr¬ arranged components of the braking device (brake master cylinder 20, pushrod 21, brake booster 19). The connection to the braking system of Fahr¬ zeugs carried from there via known control systems by the bulkhead 6 therethrough. The integration of the brake booster 19 and master cylinder 20 is expediently innerfialb the contour of an instrument panel so that is purely visual unnoticed by the vehicle occupant configuration according to the invention.

Be emphasized for the Figure 8 embodiment shown that this can be made very mon¬ day friendly, especially when the Trägerele¬ ment 1 and the pedal mechanism and the brake system associated functional elements are combined to form a Vormontagesatz. Moreover, the concept shown in Figure 8 without restrictions in the same way as well in right-hand drive as well as left-hand drive vehicles can be used. In addition, construction site is saved in the engine compartment, so that this concept is interes¬ sant particular for the development of new compact cars. The removal of the master cylinder 20 and the brake booster

19 from the bulkhead 6 is very advantageous also from an acoustic point.

The embodiment in Figure 9 shows, in what way an accidental intrusion of the bulkhead 6 in the direction of arrow 39 can be converted into a pivoting movement of the brake pedal 17th To this end, a bearing block 23 'is arranged on the fixedly mounted support element 1, in a sliding guide 40 is omitted here. The clearance of this sliding guide 40 is its absolute value slightly smaller than the diameter One Anlenkzapfens 41, at which the brake pedal is suspended 17th In normal driving conditions the brake pedal 17 is pivotable about the articulation pin 41, allowing a displacement of the push rod 21 against the arrow 39. By Rückzugstedem not shown here is not actuated master cylinder

20 the brake pedal 17 is automatically moved to a pedal stop 42, whicha integral part of the bearing block 23 and thus also is stationary relative to the support member. 1 A associated with the intrusion of the dash panel 6 into the dotted line position Verla¬ delay of the booster 19 ensures that above the pedal stop 42 in the brake pedal 17, an overturning moment is introduced. This acts on the Anlenk¬ spigot 41 in the sense that the link guide 40 is expanded and thus a Ver¬ rotation of the brake pedal 17 to the pedal stop 42 even when stress is possible. For unambiguous determination of the pedal stop 42 can optionally open be 40 closed end of the guide mechanism. The length of the link guide 40 is dimensioned in any case, that a maximum pivotability of the brake pedal 17 about the pedal stop 42 is possible. Additionally or alternatively to the dargestell¬ th in Figure 9 embodiment, instead of a link guide, the use of a elasti¬ rule element conceivable whose deformation resistance is such that at norma¬ len driving an unequivocal fixation of the linking pin 41 is ensured, and that in a crash-induced penetration of the bulkhead 6 and thus also the pressure rod 21 to pivot about the pedal stop 42 is possible. Alternatively, a predetermined breaking point in the linking pin 41 may be provided that a be¬ voted for exceeding yields from the printing point 21 applied force and thus no longer hinders rotation around the pedal stop 42nd

Another way to crash-induced adjustment of the foot controls are shown in FIGS 10 and 11. Of particular importance in this arrangement is the crash-induced supply rotation of the brake booster 19 including the master cylinder 20 about an chen in wesentli vertical axis 43, which is hereby indicated a dotted line , On the bulkhead 6 articulation points are provided to ensure this vertical rotatability 44 and 45 engage in the pivot pins 46, 47, which in turn are held on the housing of the brake booster 9, 10th About a shear element 48 of the bearing block 21 is connected to the fixed support member construction. 1 At rest, the pedal is Brems¬ to 17 assigned to one of the bearing block 23 pedal stop 42nd In addition, Figure 11 shows yet a mass M, the relative movement of the vehicle body performs during a frontal impact and is aligned with respect to the vertical axis 43 eccentric to the housing of the brake booster 19th In case of applying the brake booster 19 by the mass M in the direction of arrow 49 a Verdre¬ done hung, which leads to a deflection of the push rod 21 in the indicated by dashed lines Posi¬ tion. The ensuing forces are so great that the shearing element 48 gives way and enters a displacement of the pedal bracket 23 in the position also shown in dashed lines. Thus, the pedals are both laterally and 6 also removes towards bulkhead from the danger area. Dispensing with a lateral displacement of the pedals and the rotation of the brake booster 19 can be used for releasing the brake pressure rod 21 from the articulation on the brake pedal 17th The brake pedal 17 is thus free to move and thus the occupant no longer dangerous.

The concept illustrated in Figures 10 and 11 can also be used on stock in combination with the previously described embodiments. In the embodiment in Figure 12 of the master cylinder 20 is rod of a tensile 50 is operated, which is mounted above the pivot point 22 to the brake pedal 17th Such Zugbetätigungen are known from the prior art in principle. The application of the brake booster 19 and master cylinder 20 by the mass M in the direction of the arrow 51 via the so caused displacement of the pull rod 50 then alone - or overlaid by a simultaneous intrusion of the bulkhead 6 - for pivoting the brake pedal 17 in the direction of the bulkhead 6 (see arrow 24). This solution is particularly interesting for those vehicles in which, for example, the cylinder head of an internal combustion engine behind the brake booster 19 is tightly angeord¬ net. Optionally can be provided depending on the installation instead on a gearbox or engine block, not shown here, a brake booster 19 acted upon actuation resounding Bock. The latter may be the beginning poured ange¬ or additionally be screwed.

An articulation on the brake pedal 17 above the pivot point 22 is also possible with a brake pressure rod when this is mounted via a rocker arm 1 to the support member 61 (see FIG. 13) is indirectly coupled to the brake pedal 17.

A Pedalverschwenkung with extremely short response time to accidents start allows the variant shown in FIG 14th In this the brake pedal 17 a mounted on the bearing block 23 actuator 52 is associated, which is embodied here pyrotechnic. A propellants that charge 53 is of a symbolically represented control unit 54 of ignitable, the hand of at least one crash sensor 55 is seiner¬ acted. Here undisclosed additional output lines of the control unit 54 are, for example, with various airbags or Gurtstrammereinrichtungen connected and on vehicles of new construction usually already available. This can be expanded to include a component for the Foot easily a conventional safety concept. As an alternative to the ge showed in Figure 14 embodiment, the actuator bracket for the displacement of Lager¬ be 23 used against the support member. 1 To this end, the bearing block 23 would, for example, locked in a straight line extending in the vehicle longitudinal direction sliding hold. After activation of the crash sensor 55 is then initially the Arre¬ orientation to solve and then switches through the actuator displacement. Instead of a pyrotechnic charge actuators can be provided also spring-actuated or elektromoto¬ driven or hydraulically or pneumatically actuated to move to pivot the brake pedal 17 an adjusting piston 56 of the actuator 52 in the direction of arrow 57th This is particularly advisable if the area of ​​the Pedal assembly already exist already supply lines for at least one of the last forms of energy.

Important in this context is that the pivoting of the foot controls is not bound to actuators that are associated with an almost immovable support element. Even with fire panel-side mounting on a bearing block 23 (see FIG. 15) 52 may be very useful for its fast response already such actuator, particularly if by clever design measures the Spritz¬ wall intrusion as such is limited to a minimum.

As an example of the versatile Verwendban ince the stationary Trägeriements 1 is in Figure 14 yet in a tear off a knee bolster 58 with a support plate 59 to see which of a soft pad 60 - is covered - preferably by foaming of. About a Führungsele¬ ment 61 and an energy-absorbing resilient force limiter 62 which are each associated with a fixed to the support element 1 holding member 63, which can Knieaufprall¬ forces to the rigid support element 1 and are thus transferred directly into the vehicle body inside. In contrast to the generic prior art here the support element is thus not itself deformable, so that happen from Knieaufprallge¬ pivoting the pedals is independent kinematic clearly manageable. It is noted here that the representation is 14 purely schematic nature in character and individual functions are therefore associated with separate components. For simplification, in the actual implementation but integrations can be made. It is recommended, for example, the summary of the functional parts 59 and 61 to 63 to form a component.

The support member 63 may be additionally or alternatively prepared carrier for the attachment of a airbag. This can accommodate a passenger airbag, or according to a particularly advantageous variant of a footwell air bag protectively over the pedals and device away for a displacement of the lower extremities of the bulkhead 6 in Rich¬ ensures vehicle seat.

In summary it can be stated that with the inventive Entkopp¬ ment of rigid support element 1 from the bulkhead are given 6 versatile ways occupants effective protection for the lower extremities of a Fahrzeug¬ to provide. Depending on the installation situation as many of the measures vor¬ described can be combined with each other.