Brake pedal push-prevention structure of a vehicle

The invention relates to a brake pedal push-prevention structure of a vehicle. The structure has an active stopper formed between an upper steering shaft and a universal joint of a lower steering shaft. The active stopper is positioned in front of the brake pedal to prevent the brake pedal from being pushed toward the driver during a car crash, thereby potentially reducing injury to the driver's leg and improving the safety of the vehicle.

FIELD OF THE INVENTION

The present invention relates to a vehicle brake pedal, and more particularly, to a brake pedal push-prevention structure that blocks the brake pedal when actuated by collapse of the steering column in the event of a vehicle collision.

BACKGROUND OF THE INVENTION

Generally, when a vehicle collides with another vehicle or an object, the driver's body is rapidly swung forward and the upper torso and/or face smashes against the steering wheel due to the inertial force of the moving vehicle. Preferably, there is a safety means analogous to a seatbelt and airbag installed in the steering wheel or steering column to reduce or minimize injury to the driver. For this reason, a steering column is generally constructed with an upper steering shaft and a lower steering shaft inserted in the upper steering shaft. The lower steering shaft is connected with a gear box via a universal joint, and the upper steering shaft is mounted in a cowl cross member positioned inside a crash pad.

When a vehicle collision causes the driver's upper torso or face to impact the steering wheel, a pin or a similar structure that connects the upper and lower steering shafts is broken and the upper steering shaft is pushed downward (the lower steering shaft gets inserted into the upper steering shaft). Thus, the shock of the vehicle collision and impact on the driver are minimized.

If the force of the collision is great, causing the engine compartment to be broken inwards and deform the dash panel toward the driver. In addition, a brake pedal, mounted on the dash panel, is pushed inward in the direction of the driver. There can be a significant problem because most drivers continue to forceably step on the brake pedal during the collision. As a result, the driver may seriously injure his leg upon the impact of the brake pedal being pushed toward the driver.

Thus, a limited level of brake pedal movement is regulated as a safety item in a car test. However, in a typical prior art vehicle, the only structure that prevents the brake pedal from being pushed toward the driver is the dash panel on which the brake pedal is mounted. Otherwise, there is no other structure to prevent the brake pedal from being pushed toward the driver.

Therefore, in addition to enhancement of the strength of the dash panel, it is necessary to develop a structure to prevent the brake pedal from being pushed toward the driver at the time of the vehicle collision.

SUMMARY OF THE INVENTION

The present invention provides a brake pedal push-prevention structure that limits the force of the brake pedal being pushed toward the driver at the time of a vehicle collision, thereby reducing the possibility of injury to a driver's leg. According to an embodiment of the present invention, a lower steering shaft is fitted into an upper steering shaft that telescopes in the event of a vehicle collision. An active stopper is installed at a predetermined position between the upper and lower steering shafts to block the path of the brake pedal moving toward the driver in the event of a vehicle collision. Preferably, this is accomplished by the stopper folding and projecting to the front side of the brake pedal when the upper steering shaft slides down to be inserted into the lower steering shaft.

DETAILED DESCRIPTION OF THE INVENTION

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

As shown in FIG. 1 , the lower steering shaft 2 is inserted and connected into the upper steering shaft 1 . The two shafts are connected by means such as a sheerable pin so that the upper steering shaft 1 slides down due to the driver impact in the event of a car crash. The lower steering shaft 2 is connected with the gear box 4 via a universal joint 3 , and the upper steering shaft 1 is mounted at a cowl cross member by the mounting bracket 5 . The upper end of the brake pedal 7 is rotatably fixed at mounting bracket 6 mounted on a dash panel.

According to an aspect of the present invention, an active stopper 8 is installed between the upper steering shaft 1 and a joint portion between the universal joint 3 and the lower steering shaft 2 . Stopper 8 blocks the route of the brake pedal when pushed toward the driver at the time of a car crash. To do this, the active stopper 8 projects in the front of the brake pedal 7 .

As shown in FIG. 2 , the active stopper 8 includes: stopper member units 8 a , 8 b , longer than the route of the brake pedal 7 being pushed toward the driver from the lower steering shaft 2 ; a hinge 9 a that longitudinally connects the two stopper member units 8 a , 8 b ; and support members 8 c , 8 d respectively connected at free ends of the stopper member units. The support members 8 c , 8 d are fixed at the lower end of the upper steering shaft 1 and the upper joint part 3 a of the universal joint 3 formed at the lower steering shaft 2 . When the active stopper 8 is in a normal, non-deployed position, the stopper member units 8 a , 8 a are completely unfolded and the support members 8 c , 8 d are almost perpendicularly folded at both ends.

At the time of the car crash, the upper steering shaft 1 is pushed downward by the force of the driver's upper body smashing against the steering wheel, so that the active stopper 8 , positioned between the upper steering shaft 1 and the universal joint 3 , bends outward in a folding manner.

In other words, as shown in FIGS. 3 a and 3 b , the distance between both of the support members 8 c , 8 d decreases as the lower end of the upper steering shaft 1 and the upper joint part 3 a of the universal joint 3 get closer. The three hinges 9 a , 9 b , 9 c all fold, causing the stopper member unit 8 a , 8 b to fold while the middle hinge 9 a projects toward the brake pedal 7 .

As shown in FIG. 4 , the upper steering shaft 1 completely slides down and the two folded stopper member units 8 a , 8 b are positioned closely in the front of the brake pedal 7 . Therefore, although the brake pedal 7 is pushed toward the driver due to transformation of the dash panal at the time of the car crash, it will be blocked by the stopper member units 8 a , 8 b of the active stopper 8 , thereby preventing it from further moving toward the driver and reducing the possibility of injury of the driver's leg.

A variety of modifications can be made to the shape of the active stopper 8 . For example, as shown in FIGS. 5 a and 5 b , the two stopper member units 8 a , 8 b , rather than being flat-shaped, are formed in a semi-circle shape, whereby the concave surfaces of the two stopper member units 8 a , 8 b fold to hitch the brake pedal at the time of the car crash.

Also, as shown in FIGS. 6 a and 6 b , the two stopper member units 8 a , 8 b can be formed with support parts 8 e , 8 f which are rectangular in shape, the inner surfaces of which fold in the direction of the brake pedal preventing it from being pushed at the time of the car crash.

Furthermore, as shown in FIGS. 7 a and 7 b , the two stopper member units 8 a , 8 b can be formed with support parts 8 g , 8 h which are triangular in shape, the inner surfaces of which fold in the direction of the brake pedal preventing it from being pushed toward the driver at the time of the car crash.

In the three embodiments mentioned above, the installation method is the same as that of the active stopper formed with the simple flat stopper units. The support members 8 c , 8 d are fixed to the lower end of the upper steering shaft 1 and the upper joint part 3 a of the universal joint 3 . However, the active stopper having simple flat stopper member units 8 a , 8 b can be tightly placed onto the lower steering shaft 2 in an installation state. In case of the other various shapes of the stopper member units 8 a , 8 b , the stopper member units 8 a , 8 b cannot be closely positioned, but are rather placed apart at predetermined distances according to their shapes.

As a result, if a moving car crashes with its active stopper installed as described above, its stopper member units 8 a , 8 b become folded as shown in FIGS. 5 b , 6 b or 7 b . At the same time, the brake pedal 7 , pushed toward the driver by the crash, is received into the inner surface parts of the three other modified stopper member units. Therefore, it is possible for the active stopper in its more stable state to effectively resist the push of the brake pedal toward the driver.

The various shapes of the active stoppers are formed with individual parts like stopper member units 8 a , 8 b and support members 8 c , 8 d , which are then connected with hinges 9 a , 9 b , 9 c . Alternatively, the active stopper can also be made as a whole unit without separate parts, whereby a notch 10 is formed at a position where the hinge 9 a , 9 b , 9 c is mounted, or where the stopper member units are folded at the time of a car crash, as shown in FIG. 8 . The notch 10 acts in the same manner and produces the same effect as the other active stoppers formed with individual parts.

In other words, the active stopper 8 can be constructed with a single unit of a stopper member, twice as long as the distance of the brake pedal 7 being pushed from the lower steering shaft 2 . A notch is formed to be folded in the middle of the stopper member and support members are respectively connected at both ends of the stopper member. The support members can be connected with the stopper members selectively by a hinge or a notch.

As described above, there are advantages in the present invention in that an active stopper is included in the steering column, which folds to hitch the front of the brake pedal, as the upper steering shaft slides downward, preventing the brake pedal from being excessively pushed toward a driver at the time of a car crash, thereby reducing potential injury to the driver's leg and improving the safety of the vehicle.

The foregoing descriptions of specific embodiments of the present invention are presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the following claims and their equivalents.