Motor vehicle safety arrangement

The invention relates to a safety arrangement for a motor vehicle according to the preamble Of the claims 1 and 8, respectively.

A safety device according to the invention has become known from DE-A-4415 642. In order to minimize the risk of foot injuries in the event of an accident involving a frontal impact, It is proposed that a front wall, which separates an engine compartment from a driver's compartment, A deflection area. The latter is designed in such a way that in the case of a Frontal impact caused the end wall to be placed on a bearing block Pedal lever away from the driver. A safety arrangement is disclosed in DE-21 51 599-C2 In which a deformation member is arranged within an armature panel Is arranged. This extends approximately in a straight line over the entire vehicle width And is formed as a knee restraining member. The deformation element becomes Simultaneously used to support the steering and / or bearing the pedals. How in particular The US-A-3, 856, 103, which is filed in parallel thereto, is described in detail with reference to FIG Frontal impact due to the associated spray wall intrusion with an impingement Of the pedal deflection in such a way that the foot lever moves in the direction of the pedal Vehicle occupant is moved and thus, in particular, the lower extremities considerably Threatened. More recently, constructions have been disclosed which either have a Pivoting of the foot lever in the direction of the spray wall (see DE-A-39 04 616) or Pull out the same from the footwell (see for this purpose, for example) DE-A-43 05 290-A1). The principle of action common to the last two writings Is that the intrusion of the spray wall occurring during a frontal impact increases A relative displacement against a transverse and substantially bend-resistant Assembly support. From this relative movement is determined by a certain arrangement Which is associated with the foot lever, causes a pivoting or sliding movement recovered.

The invention is based on the object of providing a safety arrangement for motor vehicles Together with the pedal system, by which the risk of injury to vehicle occupants Can be further reduced.

This object is achieved according to the characterizing features of patent claims 1 And 8. The subclaims contain particularly useful further training Invention.

According to the invention, therefore, as in DE-A-39 04 616-A1 and DE-A-43 05 290 The carrier element running transversely to the direction of travel is designed so as to be flexurally stiff and over it Is decoupled from the spray wall in such a way that its spatial position can also be reduced A frontal or offset impact despite spray wall intrusion. Unlike the , The foot lever is not placed between a bend-resistant carrier And the spray wall, but on the bend-resistant carrier itself As a rule spaced from the spray wall, its foot lever for the vehicle occupants Safe position at least. With the inventive variant according to patent claim 8 But alternatively or additionally a pivoting movement can be produced in this way In that, from the bulkhead and / or aggregate storage, Pivoting or displacement of the foot lever, by means of: Kinking or bending an actuating linkage which comprises at least one of the foot levers with A main brake cylinder.

The articulation of the foot lever directly on a most basic support element is fundamental Known from DE-30 40 722-C2. Outgoing from a floor plate is there But the carrier element is essentially vertically extending and extends in the longitudinal direction Remain so close to an external wall that, in the case of an accident-induced impingement This outer wall by an impacting object with an inward movement Of the entire support and thus also of the foot lever pivoted therein.

Particularly advantageous is an extension of the bend-resistant carrier element between two For example, between the two so-called A-pillars. By This measure also highlights the stability of the body during side impact accidents Improved. A further increase in stability can be achieved by a massive connection of the Carrier element to a middle tunnel tapering in the vehicle center.

In addition, the carrier element according to the invention is also suitable as a lower bearing point for A steering column can be used. An increased level of security is also provided when: The steering column is equipped with a telescopic force limiter. The ones from Inmates on the steering wheel caused by accident due to accident are thus placed on a tolerable Measure.

A further advantage of the concept according to the invention is that, for example, By the attachment of brake booster and master brake cylinder to the Carrier element the acoustics in the passenger compartment can be improved because of a direct excitation From the aggregate space no longer takes place. In a preferred embodiment It is provided that all the actuating elements belonging to the brake system Such as foot lever pressure rod, brake force booster and main brake cylinder As well as the rest of the pedals for the actuation of power actuators and clutch members Together with the steering element together with the carrier element to form a pre-assembly set Are summarized. In addition, retaining elements can also be provided on the carrier element For an airbag carrier or a knee pad. The latter can also be performed by A glove compartment flap which can be supported at least indirectly on the carrier element be. Thus, as a whole, the assembly effort for an apparatus according to the invention is also reduced Pedalwork. It is also worth mentioning, Because of the decoupling from the spray wall, the carrier element does not have a high, Is exposed to loads and therefore, for its strength - Pedal work and the balance of other function parts Must be considered. For this reason, the carrier element is preferably made of A light metal, for example as an aluminum extrusion profile. One on Which is produced in this way, can also be used simultaneously Can be used as an air or liquid guide tube.

Advantage Stages Embodiments of the invention will now be described in detail with reference to the drawing In more detail. It is shown schematically in each case<dl tsize="10"><dt>FIG. 1:</dt><dd>In a perspective view the basic installation situation Of a vehicle running within a passenger compartment and operated by a Spray wall decoupled carrier element,</dd><dt>FIG. 2:</dt><dd>2 a view according to the sectional plane X in FIG. 1,</dd><dt>FIG. 3:</dt><dd>1 is a plan view of the carrier element illustrated in FIG. 1, FIG.</dd><dt>FIG. 4:</dt><dd>1 a carrier element according to FIG. 1 with a special carrier element Articulation on column parts of a vehicle,</dd><dt>FIG. 5:</dt><dd>A modification of the embodiment shown in FIG. 2,</dd><dt>FIG. 6:</dt><dd>2 shows a further embodiment of the invention in a manner comparable to FIG View,</dd><dt>FIG. 7:</dt><dd>6 is a plan view corresponding to FIG. 6, </dd><dt>FIG. 8:</dt><dd>In a view comparable to FIG. 2, the arrangement of a Main brake cylinder inside the passenger compartment,</dd><dt>FIG. 9:</dt><dd>An embodiment in which the pedal pivoting is composed of a Crash-caused splash wall displacement,</dd><dt>FIG. 10:</dt><dd>In a view comparable to FIG. 2, about a vertical axis Tiltable brake booster of the crash-induced displacement A pedal pivoting,</dd><dt>FIG. 11:</dt><dd>A top view of the arrangement according to FIG. 9,</dd><dt>FIG. 12:</dt><dd>In a view comparable to FIG. 2, a pedal mechanism in which a Main brake cylinder can be actuated by a pull rod,</dd><dt>FIG. 13:</dt><dd>A modification of the arrangement according to FIG. 12,</dd><dt>FIG. 14:</dt><dd>A pedal mechanism with an adjusting drive, which is assigned to the foot levers, Pedal pivoting independently of the spray wall intrusion and</dd><dt>FIG. 15:</dt><dd>13 is a modification of the embodiment shown in FIG.</dd></dl>

Identical components have the same numbering in all the figures.

In FIG. 1, a section of a front part of the vehicle which is not further numbered can be seen Of a vehicle not shown here. As a component essential to the invention A tubular support element 1 is shown here which is located below a non-figured Water box between a left A-pillar 2 and a right A-pillar 3 And by means of screw or plug connections via end flanges 4 and 5 Is. The A-pillars 2, 3 are typically elements of modern automotive vehicle construction Vehicle structure which, after a collision, is able to detect both its relative position relative to one another Their position to other car body sections not affected by the collision hardly change. The carrier element 1 is a spray wall which delimits the passenger compartment 6 so far inwards that, in the case of strong frontal collisions, preferably no Contacting contact between these components is produced or the intrusion of the Splash wall 6 is finally stopped by the carrier element 1. Overlayers 7 and 8, the central region of the carrier element 1 is supported on a central tunnel 9 Is a component of a floor plate designated overall by 10. The driver's side Facing support bracket 8 is also used for fastening a steering frame frame 11, on which a steering column 12 is held, which is not described in more detail here, The upper end is covered by a steering wheel 13 and the lower end of which is connected to the steering wheel via a steering wheel Lower steering column bearing 14 is coupled to the carrier element 1. Alternative to the connection Of the steering column 12 on the steering frame frame 11 is also a bearing of the upper End directly at a not shown here and the spray wall 6 upwards Limited waterbox possible. This is dimensioned in this way Crash stresses that the upper articulation point remains almost stationary. By means of a joint head 15, which is only schematically indicated, the transfer of the On the steering wheel 13 to a steering movement which is not shown here and which is not shown here To the wheels of the vehicle. Through the connection of the steering column 12 to the stationary support element 1 via the steering column bearing 14 is the steering movement Irrespective of the spray wall intrusion. The steering motion is applied to this Can also be used for providing an occupant restraint function.

According to a particularly advantageous further development of the invention, Steering frame frame 11 with a specifically predetermined resilience, so that in the A defined steering column movement can be achieved. Because of a frontal impact The main loads from the engine compartment provided upstream of the spray wall 6 from the invention Are arranged opposite one another Conventional support of the upper column end has a reduced support effect sufficient. By appropriate coordination with the deformation behavior of the water box Can be effected in this way after an accident-induced impingement of the steering wheel 13 specifically influences the kinematics of the upper articulation point of the steering column 14 In particular, when over a largely deformation-resistant strut A coupling of the articulation point to a stationary body part - for example At the middle tunnel. The accident-induced path of movement of the articulation point is preferred Is designed such that the space between the steering column axis and floor plate 10 is enclosed Angle is reduced in magnitude, so as to install a steering wheel 13 installed in the steering wheel 13 Airbag (not shown here) is located opposite the vehicle occupant in an improved Restraint position. The steering wheel 13 is thus moved downwards in a defined manner.

Essential components of the pedal assembly associated with the carrier element 1 are here Clutch pedal 16, a brake pedal 17 with a foot pedal plate 17a, and an accelerator pedal 18.

The steering column 12 is telescopic in FIG. 2 beyond the circumference illustrated in FIG , With an integrated force limiter 12a between one Lower steering column part 12b and an upper steering column part 12c. In the latter is a Steering wheel shaft 13a, which at its upper end is energy-compliant Steering wheel 13 and at its lower end in front of the force limiter 12a Is supported against the lower steering column portion 12b. When the Steering wheel 13 due to an accident-related impact of the occupant becomes the occupant Is transmitted to the carrier element 1 and by means of the force limiter 12a to a permissible maximum. Furthermore, FIG. 2 shows a brake force booster 19 which, together with an associated brake Main brake cylinder 20 outside the passenger compartment in the aggregate space of the vehicle Is fastened to the spray wall 6 and, via a pressure rod 21, from the brake pedal 17 Can be applied. The latter is connected to a bearing block 23 via an articulation point 22 , Which in turn is rigidly connected to the carrier element 1. In case of a Actuation of the brake pedal 17 according to the arrow 24 causes a pivoting of the brake pedal Brake pedal 17 about the articulation point 22. An upper end 25 of a subsequent one Described operating rod 26 acts as a pedal stop when the brake pedal Spring-actuated.

The actuating rod 26 is now designed in such a way that it can be actuated via a predetermined breaking point 27, preferably In the region of the splash wall 6, is initially stationary with respect to the carrier element 1. The strength of the break point 27 is dimensioned in such a way that the function Of the pedal stop 25 during normal driving operation is always ensured. To the operating rod 26 also includes a sliding guide 28, which is supported by the braking force booster 19 Is exceeded. Regarding one at a frontal crash Relative to the vehicle body (for example a transmission housing Or a motor block) is the actuating rod which acts as the transmission element 26 in such a way that the displacement of the mass M according to the arrow 29 causes a displacement Of the brake pedal 17 via the pedal stop 25 about the articulation point 22 According to arrow 30. In addition, the bending of the push rod 21 also ensures that the push rod 21 is bent Dashed lines for a rotation of the brake pedal 17. Advantageously, FIG The length of the actuating rod 26 is such that, according to the embodiment shown in FIG The brake pedal 17 no longer stops at the stop Pedal stop 25. The forced guidance of the brake pedal 17 is achieved in this way So that an airbag, which may be clamped between the spray wall 6 and the brake pedal 17, Foot is not squeezed.

From the above, it is thus clear that in the case illustrated in FIG By the decoupling of the carrier element 1 and the spray wall 6 on the one hand And the additionally introduced pivoting of the pedals from the vehicle occupants On the other hand, a multiple degree of security against foot injuries has been.

For a closer illustration of the relationships shown in FIG. 2, the plan view shows 3 shows the basic mode of operation of the actuating rod 26 With the mass M and the brake pedal 17. In addition, there are still tappings 31, 32, by which, in addition to the brake pedal 17, the clutch pedal 18 and The accelerator pedal 16 is moved out of the danger area in the direction of the spray wall 6 in the case of a frontal crash Are movable.

In the exemplary embodiment illustrated in FIG. 2, Is caused by the fact that, when the steering gear is displaced in the direction of travel, The upper part of the steering column 12 fixed to the frame frame 11 Is not burdened further. The position of the steering wheel 13 relative to the vehicle occupant remains Thus obtained.

The support of the carrier element 1 via the support cheeks 7 and 8 ensures that the support elements 7 and 8 are supported The carrier element 1 can not buckle out of a side impact. Through this measure The strength of the entire car body becomes significant against side impact forces Improved. At the same time, the invention thus makes it possible to implement a safety concept, As is known from DE-A-39 28 869. Depending on installation conditions Separate support cheeks 7, 8 can be dispensed with, if necessary, in order then, for example To deflect the carrier element 1 directly on the middle tunnel. Another variant Can consist in the fact that the central tunnel 9 is increased towards the injection-side end and, The carrier element 1 with a direct connection to the central tunnel 9 is constructed in a second manner. In a simplified embodiment, reference may be made, where appropriate, to those assigned to the passenger Half are dispensed with. This could be the case, in particular, if other Measures have been taken for the purpose described in DE-A-39 28 869 Safety concept.

In the case of the variant shown in FIGS. 4 and 5, too, a crash- Relative movement of the mass M opposite the vehicle body according to the direction of the arrow 29 A pivoting of the pedal 17 in the direction of the arrow 24 is produced. Complementary or As an alternative to the exemplary embodiment shown in FIG Loading of the bearing block 23 by the actuating rod 26. In order to prevent twisting Of the carrier element 1 according to the arrow 33 are the mountings of the carrier element 1 on the two A-pillars 2 and 3 after exceeding a predetermined one Power rotatable. Using the example of the A-pillar 3, this rotatable articulation is described with the aid of FIG 4 will now be described in more detail. The mounting flange 4 here comprises a receiving sleeve 34, Into which the free end of the carrier element 1 is inserted. The anti - twist device between The carrier element 1 and the receiving sleeve 34 are connected via a shear pin 35, which is precise Then when, for example, in the case of a frontal impact, Actuating rod 26 exceeds a predetermined amount. Among Considering the elastic torsion behavior of the carrier element 1, Strength of the shearing bolt 35 is such that for severe frontal impacts always A rotation of the carrier element 1 according to the direction of the arrow 33 is possible. At this It is pointed out that shear toothing is used instead of shear bolts Or friction clutches are possible. The targeted introduction is also conceivable Of break-in points in the manner of cross-sectional weakenings in a form-fitting Connection between the carrier element 1 and the receiving sleeve 34. In the same way The connections between the carrier element 1 and the support cheeks 7, 8 can also be used Respectively. The bearing block 23 can be secured by means of a shear-proof rotary bearing On the carrier element 1 in order to increase the circumference of the masses to be twisted To keep a pedal swing as small as possible.

In the exemplary embodiment shown in FIGS. 6 and 7, the brake force booster is used 19 is decoupled from the spray wall. In case of a crash - induced intrusion of the (6), which is supported on the carrier element (1) by means of supporting ribs (36, 37) and an actuating plate 19a (see FIG. 7) in the position shown in the drawing Because the sprinkling wall 6, due to an elastic connection with the The mounting plate 19a via a circumferential diaphragm 38 to the brake force booster 19 relative movements. From the pressure rod 21, Brake pedal 17, no shifting movements are imposed. Also the relative position of the Bearing bracket 23 to the support ribs 36 and 37 on the one hand and to the transverse support 1 on the other hand stays unchanged. The intrusion of the spray wall 6 is thus complete from the pedal mechanism And thus can not lead to a dangerous displacement of the pedals 16 to 18 in the direction of vehicle occupants.

The functional principle is similar in the exemplary embodiment shown in FIG. There The brake force booster 19 together with the main brake cylinder 20 is likewise completely removed from the brake booster Spray wall decoupled. However, these two components are fastened directly to the carrier element 1, here, for example, above the lower steering column bearing 14 On the bearing block 23, thus transmits the actuating movements Not directly into the aggregate chamber, but initially acts on the inside of the passenger compartment Arranged components of the braking device (main brake cylinder 20, Pressure rod 21, brake force booster 19). The connection to the braking system of the vehicle Takes place from there via the pipe system known per se through the spray wall 6 Through. The integration of the brake force booster 19 and the main brake cylinder 20 takes place Expediently within the contour of an instrument panel, so that purely optically The configuration according to the invention is not noticed to the vehicle occupant.

It should be emphasized for the embodiment shown in FIG. 8 that this is very easy to assemble In particular, when the carrier element 1 and the functional elements assigned to the pedal assembly and the brake system A pre-assembly rate. In addition, this is shown in FIG Concept without restriction in the same way so well with Rechtslenker as well as with Left-hand drive vehicles. In addition, construction space in the engine compartment is saved, so That this concept is particularly interesting for the new development of compact vehicles Is. The distance of the main brake cylinder 20 and also of the brake force booster 19 from the spray wall 6 is also very advantageous from an acoustic point of view.

The exemplary embodiment in FIG. 9 shows in what manner an accident-induced intrusion Of the spray wall 6 in the direction of the arrow 39 into a pivotal movement of the brake pedal 17 can be implemented. For this purpose, the carrier element is mounted on the stationary support 1, a bearing block 23 'is arranged, into which a slide guide 40 is inserted. The Clear width of this guide guide 40 is slightly smaller than that of the guide rail 40 Diameter of a pivot pin 41 on which the brake pedal 17 is suspended. in the Normal driving operation, the brake pedal 17 is pivotable about the articulation pin 41 and Thus enabling displacement of the pressure rod 21 counter to the direction of the arrow 39 (Not shown) is used when the main brake cylinder is not actuated 20 automatically drives the brake pedal 17 against a pedal stop 42, which is a fixed stop Part of the bearing block 23 and thus also stationary with respect to the carrier element 1 Is. A displacement associated with the intrusion of the spray wall 6 into the dashed position Of the brake force booster 19 ensures that, above the pedal stop 42, A tilting moment is also introduced into the brake pedal 17. This acts on the pivot pin 41 in the sense that the link guide 40 is expanded and thus a twisting Of the brake pedal 17 around the pedal stop 42 is also possible under load. For the unambiguous determination of the pedal stop 42, End of the slide guide 40. The length of the link guide 40 is adjustable In each case such that a maximum pivotability of the brake pedal 17 is possible The pedal stop 42 is possible. In addition to or as an alternative to the one illustrated in FIG An exemplary embodiment is also the use of an elastic guide instead of a link guide Limb, whose deformation restoration is so dimensioned that, in normal cases, A clear fixation of the articulation pin 41 is ensured, and that In the case of a crash-induced penetration of the spray wall 6 and thus also of the pressure rod 21 A pivoting about the pedal stop 42 is possible. As an alternative, a Break point in the articulation pin 41, which, when a certain Which is exerted by the pressure point 21, and thus a pivoting movement The pedal stop 42 no longer impedes.

The figures show a further possibility for crash-adjusted adjustment of the foot levers 10 and 11. Of particular importance in this arrangement is the crash-related rotatability Of the brake force booster 19, together with the main brake cylinder 20, is essentially the same Vertical axis 43, which is indicated here by a dash-dotted line. At the Up walls 6 are, for the purpose of guaranteeing these vertical rotatability, pivot points 44 And 45 are provided, into which articulation pins 46, 47 engage, which for their part are mounted on the housing of the Brake force booster 9, 10. The bearing block 21 is connected via a scissors element 48 With the most wear-resistant carrier element 1. The Bremspedal is situated in the quiet area 17 on a pedal stop 42 assigned to the bearing block 23. Furthermore FIG. 11 shows a mass M which, in the case of a frontal impact, has a relative movement relative to the longitudinal axis And, with respect to the vertical axis 43, is eccentric to the vehicle body Housing of the brake force booster 19. In the event of the Brake force booster 19 by the mass M in the direction of the arrow 49, Which leads to a deflection of the push rod 21 into the position indicated by the dotted lines leads. The forces acting thereby are so great that the shearing element 48 yields And a displacement of the pedal block 23 into the position, which is also shown by dashed lines Of course. In this way, the pedals are moved out of the Hazard area removed. In the absence of a lateral displacement of the pedals, Also the rotation of the brake force booster 19 for disengaging the brake pressure rod 21 From the articulation on the brake pedal 17. The brake pedal 17 is thereby opened And is therefore no longer dangerous to the occupant.

The concept illustrated in FIGS. 10 and 11 can also be superimposed in combination With the above-described embodiments.

In the exemplary embodiment in FIG. 12, the main brake cylinder 20 is operated by a pull rod 50, which is attached to the brake pedal 17 above the articulation point 22. Such train actuations are basically known from the state of the art. The The braking force booster 19 and the main brake cylinder 20 are supplied by the mass M in the direction of the arrow 51 leads over the displacement of the tension rod 50 thus effected Then alone or superimposed by a simultaneous intrusion of the spray wall 6 Pivot of the brake pedal 17 in the direction of the spray wall 6 (see arrow 24). These Solution is particularly interesting for such vehicles in which, for example, the Cylinder head of an internal combustion engine closely behind the brake booster 19 Is. Depending on the installation situation, it is also not possible to do this in one case Or the engine block, to the brake force booster 19 Operating platform. The latter can be poured into the forehead Be screwed or screwed.

An articulation on the brake pedal 17 above the articulation point 22 is also provided with a Brake pressure rod when the latter is supported by means of a brake disk mounted on the carrier element 1 Rocker arm 61 (see FIG. 13) is indirectly coupled to the brake pedal 17.

A pedal swivel with an extremely short response time after the start of the accident allows the Shown in FIG. In this case, the brake pedal 17 is mounted on the bearing block 23, which is pyrotechnically embodied here. A propellant charge 53 can be ignited by a symbolically represented control device 54, which is itself Can be acted on by at least one crash sensor 55. Here not numbered further Output lines of the control unit 54 are connected, for example, to various airbags or airbags And, in the case of vehicles of new design, in most cases anyway Already existing. This allows a conventional safety concept to be easily implemented To expand a component for the foot protector. Alternatively to the one shown in FIG The driving drive can also be used for the displacement of the bearing block 23 can be used in opposition to the carrier element 1. To this end the Bearing block 23 is locked, for example, in a direction extending in the longitudinal direction of the vehicle Sliding guide. After activation of the crash sensor 55, the arresting is first performed And then trigger the displacement by means of the adjusting drive. Instead of a pyrotechnic propulsion charge, spring-actuated or electromotive forces can also be used Or hydraulically or pneumatically actuated actuators are provided, Pivoting the brake pedal 17 an adjusting piston 56 of the adjusting drive 52 in the direction Of the arrow 57. This is particularly recommended when in the area of ​​the Pedal works already have supply lines for at least one of the latter Energy forms.

It is important in this context that the pivoting of foot levers does not occur Which is assigned to an almost immovable carrier element are. Even in the case of an attachment on a mounting bracket 23 (see FIG Such actuating drive 52 can already be very helpful because of its short response time, and FIG In particular if, through clever engineering measures, the spray wall intrusion As such, is kept to a minimum.

As an example of the versatility of the stationary support element 1, FIG Still in an outline, a knee bolster 58 with a support plate 59 which is supported by a support plate 59, Soft cushion 60 - preferably by foaming. About a Leadership 61 and an energy-absorbing compliant force limiter 62, Attached to the carrier element 1, the knee impact forces On the flex-resistant carrier element 1 and thus directly into the vehicle body be transmitted. In contrast to the generic state of the art here is thus The carrier element itself is not deformable, so that independent of the knee impact event The tilting of the pedals is kinematically clear. It will Here indicated that the representation in FIG. 14 is purely schematic in nature and FIG Individual functions are therefore assigned to separate components. For simplification However, integrations can be made in the actual realization. It is recommended, for example, to summarize the functional parts 59 and 61 To 63 to a component.

The holding member 63 can be complementary or alternatively also for the fastening of an airbag carrier Be prepared. This can accommodate a passenger airbag or according to a Particularly advantageous variant a foot airbag, which protects itself over the pedals And for a displacement of the lower extremities away from the splash wall 6 in the direction Vehicle seat.

In summary, it can be stated that with the decoupling according to the invention Of the bend-resistant carrier element 1 from the spray wall 6 offers various possibilities , Provide effective protection for the lower extremities of a vehicle occupant Ready. Depending on the installation situation, many of the above Measures.