Patent Publication Number: US-2022219653-A1

Title: Vehicular operation pedal device

Description:
TECHNICAL FIELD 
     The present invention relates to a vehicular operation pedal device that suppresses a step portion of an operation pedal mechanism from moving back to a vehicle rear side when a vehicle component is displaced to the vehicle rear side due to a vehicle collision (hereinafter, it is referred to as “prevention of backward movement of the step portion of the operation pedal mechanism at the time of the vehicle collision”). 
     BACKGROUND ART 
     Conventionally, various techniques have been proposed for the vehicular operation pedal device that prevents the backward movement of the step portion of the operation pedal at the time of the vehicle collision. 
     For example, a vehicular brake pedal device described in PATENT LITERATURE 1 below is mounted on a vehicle and includes a pedal bracket, a brake arm, a connecting arm, a rotating arm, and a fixing mechanism. The pedal bracket is fixed to a partition wall that separates a vehicle front side of a passenger compartment. In this case, the partition wall typically separates an engine room or a vehicle front space corresponding to the engine room from the passenger compartment. The brake arm is rotatably supported by the pedal bracket and includes a brake pedal pad for braking operation. The connecting arm is rotatably supported by the pedal bracket and functions to connect a push rod of a brake booster and the brake arm in order to drive the push rod of the brake booster that applies a braking force to wheels in conjunction with rotation of the brake arm. In this case, the push rod is driven via the connecting arm by a pedaling force of a driver acting on the brake pedal pad. The rotating arm is rotatably supported by the connecting arm so as to press the push rod in a direction intersecting a rod axial direction by a predetermined load received when a vehicle front-rear direction distance between the partition wall and a vehicle body component disposed in the rear of the vehicle from the partition wall changes at the time of the vehicle collision and the rotating arm comes into contact with the vehicle body component. The fixing mechanism has a function of fixing the rotating arm to the connecting arm when the load received by the rotating arm is less than a predetermined load, while releasing fixation of the rotating arm when the load received by the rotating arm reaches the predetermined load. 
     According to the brake pedal device having the above configuration, the fixing mechanism fixes the rotating arm to the connecting arm in a state where the vehicle collision does not occur, typically in a normal time such as when operating a brake or transporting a product. Therefore, the fixing mechanism prevents the rotating arm from operating on the connecting arm at normal times due to rattle between the connecting arm and the rotating arm. Typically, the rotating arm is prevented from being slightly displaced in at least one direction of a circumferential direction and an axial direction of its connecting shaft. On the other hand, at the time of the vehicle collision, the rotating arm can be rotated by releasing the fixation of the rotating arm to the connecting arm, and the rotating arm in contact with the vehicle body component presses the push rod in the direction intersecting the rod axis direction. Thus, it is possible to suppress the backward movement of the brake pedal due to the load received from the connecting arm at the time of the vehicle collision. As a result, by using the fixing mechanism, it is possible to properly operate the mechanism for suppressing the backward movement of the brake pedal only at the time of the vehicle collision. 
     CITATION LIST 
     Patent Literature 
     PATENT LITERATURE 1: JP-A-2015-072504 
     SUMMARY OF INVENTION 
     Problems to be Solved by Invention 
     However, in the vehicular brake pedal device described in PATENT LITERATURE 1, the number of parts constituting the rotating arm and the fixing mechanism required to suppress the backward movement of the brake pedal at the time of the vehicle collision has been large. 
     Therefore, the present invention has been made in view of the above points, and an object of the present invention is to provide a vehicular operation pedal device having a small number of parts required for preventing the backward movement of the step portion of the operation pedal mechanism at the time of the vehicle collision. 
     Solution to Problems 
     In order to achieve the object, the invention defined in claim I is a vehicular operation pedal device comprising: a support member fixed to a first vehicle component; an operation pedal mechanism provided in the support member and having a step portion rotatable with respect to the support member, and in which the step portion is stepped forward of a vehicle; a rotating member having a bent portion, a front end portion extending forward of the vehicle from the bent portion, and an upper end portion extending upward from the bent portion, and rotatably supported with respect to the operation pedal mechanism by a rotating shaft portion at the bent portion; a connecting portion that rotatably holds an input portion of a vehicular control mechanism projecting rearward of the vehicle from the first vehicle component with respect to the rotating member, at the front end portion of the rotating member; and a fixing member that fixes the rotating member and the operation pedal mechanism at the bent portion of the rotating member, and to which a first load is applied when the step portion of the operation pedal mechanism is fully stepped forward of the vehicle, wherein an amount of operation by stepping on the step portion is transmitted to the vehicular control mechanism via the rotating member and the connecting portion, when the first vehicle component is displaced rearward of the vehicle at the time of a vehicle collision, the upper end portion of the rotating member comes into contact with a second vehicle component disposed rearward of the vehicle from the first vehicle component, so that a second load is applied to the fixing member, and when the second load is greater than the first load, fixation of the rotating member and the operation pedal mechanism by the fixing member is released, the upper end portion of the rotating member is rotated forward of the vehicle about the rotating shaft portion, and the front end portion of the rotating member and the input portion of the vehicular control mechanism are displaced downward via the connecting portion, so that the step portion of the operation pedal mechanism is displaced forward of the vehicle with respect to the first vehicle component. 
     The invention defined in claim  2  is the vehicular operation pedal device according to claim  1 , wherein the input portion of the vehicular control mechanism is a tip portion of an operating rod, and controls the vehicle by being displaced in an axial direction of the operating rod by an operating load on the step portion, and the rotating shaft portion is disposed on an axis of the operating rod. 
     The invention defined in claim  3  is the vehicular operation pedal device according to claim  1  or  2 , wherein the operation pedal mechanism comprises: an operation pedal that is rotatably supported with respect to the support member by an operating shaft portion provided at an upper end portion of the operation pedal and is provided with the step portion at a lower end portion of the operation pedal; and an intermediate lever that is rotatably supported with respect to the support member by an intermediate shaft portion provided at a lower end portion of the intermediate lever, and is provided with the rotating shaft portion and the fixing member at an upper end portion of the intermediate lever, in which an intermediate portion of the intermediate lever is connected to the operation pedal by a link member, between the upper end portion and the lower end portion of the operation pedal. 
     The invention defined in claim  4  is the vehicular operation pedal device according to claim  1  or  2 , wherein the operation pedal mechanism comprises an operation pedal that is rotatably supported with respect to the support member by an operating shaft portion provided at an upper end portion of the operation pedal, is provided with the step portion at a lower end portion of the operation pedal, and is provided with the rotating shaft portion and the fixing member between the upper end portion and the lower end portion. 
     The invention defined in claim  5  is the vehicular operation pedal device according to any one of claims  1  to  4 , wherein the fixing member is a caulking pin that restricts rotation of the rotating member with respect to the operation pedal mechanism by caulking while being inserted through a mounting hole provided in the operation pedal mechanism and a mounting hole provided in the rotating member. 
     The invention defined in claim  6  is the vehicular operation pedal device according to any one of claims  1  to  4 , wherein the fixing member comprises: a bolt inserted into an elongated hole formed along an arc about the rotating shaft portion at the bent portion of the rotating member; and a nut screwed into the bolt 
     Effects of Invention 
     The vehicular operation pedal device of the present invention has a small number of parts required for preventing the backward movement of the step portion of the operation pedal mechanism at the time of the vehicle collision. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a side view illustrating a schematic configuration of a brake pedal device of a first embodiment. 
         FIG. 2  is a view illustrating a cross-section of the brake pedal device cut along a line A-A of  FIG. 1 . 
         FIG. 3  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 4  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 5  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 6  is a side view illustrating the schematic configuration of the brake pedal device of a second embodiment. 
         FIG. 7  is a view illustrating a cross-section of the brake pedal device cut along a line B-B of  FIG. 6 . 
         FIG. 8  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 9  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 10  is a side view illustrating the schematic configuration of the brake pedal device. 
         FIG. 11  is a side view illustrating the schematic configuration of the brake pedal device of a third embodiment. 
         FIG. 12  is a side view illustrating the schematic configuration of the brake pedal device. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Hereinafter, a vehicular operation pedal device according to the present invention will be described with reference to the drawings on the basis of an embodiment implemented in a brake pedal device for a normal brake. In the drawings used in the following description, a part of a basic configuration is omitted, and a dimensional ratio and the like of each drawn part are not always accurate. 
     In the drawings, a front-rear direction, an up-down direction, and a left-right direction are as described in the drawings. However, in  FIGS. 1, 3 to 6, and 8 to 12 , a back side of paper surface of the drawing is a right direction, and a front side of the paper surface of the drawing is a left direction. In  FIG. 2 , the back side of the paper surface of the drawing is a downward direction, and the front side of the paper surface of the drawing is an upward direction. In  FIG. 7 , the back side of the paper surface of the drawing is the upward direction, and the front side of the paper surface of the drawing is the downward direction. 
     In the following description, a front direction is described as a “vehicle front side”, a rear direction is described as a “vehicle rear side”, the upward direction is described as a “vehicle upper side”, and the downward direction is described as a “vehicle lower side”. In addition, the left-right direction is described as a “vehicle width direction”. 
     (1-1) Overview of First Embodiment 
     First, a first embodiment will be described. As illustrated in  FIGS. 1 and 2 , a brake pedal device  1  of the first embodiment is made of metal and includes a pedal bracket  10 , an operation pedal mechanism  20 , a rotating member  50 , a caulking pin  80 , and the like. 
     The pedal bracket  10  has a pair of side plates  12 . The pair of side plates  12  face each other at a predetermined interval in the vehicle width direction, and are fixed to a dash panel P with bolts or the like. The dash panel P constitutes a part of the vehicle and is located on the vehicle front side from the operation pedal mechanism  20 . The operation pedal mechanism  20 , the rotating member  50 , the caulking pin  80 , and the like are arranged between the pair of side plates  12 . 
     In  FIG. 1 , of the pair of side plates  12 , the side plate  12  on the left side in the vehicle width direction is illustrated, and the side plate  12  on the right side in the vehicle width direction is not illustrated. This point is the same in  FIGS. 3 to 6 and 8 to 12  described below. 
     The operation pedal mechanism  20  is a so-called link type operation pedal mechanism, and includes an operation pedal  22 , a link member  30 , an intermediate lever  40 , and the like. The operation pedal  22  is rotatably supported with respect to the pedal bracket  10  by an operating shaft portion  16  provided at an upper end portion  22 A of the operation pedal. A step portion  24  is provided on a lower end portion  22 B of the operation pedal  22 . Thus, the step portion  24  is rotatable with respect to the pedal bracket  10  and can be stepped forward of the vehicle by a driver of the vehicle (hereinafter, referred to as a “stepping operation”). The vehicle is controlled according to an amount of operation (pedal stroke, pedaling force, or the like) by the stepping operation. 
     The intermediate lever  40  is rotatably supported with respect to the pedal bracket  10  by an intermediate shaft portion  18  provided at a lower end portion  40 B of the intermediate lever  40 . A rotating shaft portion  14  and the caulking pin  80  are provided at an upper end portion  40 A of the intermediate lever  40 . An intermediate portion  40 C of the intermediate lever  40  is connected to the operation pedal  22  by the link member  30 , between the upper end portion  22 A and the lower end portion  22 B of the operation pedal  22 . 
     The link member  30  has a first link pin  32  and a second link pin  34 . The first link pin  32  is provided at a vehicle rear portion of the link member  30 , and connects the link member  30  and the operation pedal  22 . On the other hand, the second link pin  34  is provided in a vehicle front portion of the link member  30 , and connects the link member  30  and the intermediate lever  40 . 
     The rotating member  50  is a metal plate material and has an L-shape when viewed from the left side in the vehicle width direction. The rotating member  50  has a bent portion  52 , a front end portion  54 , and an upper end portion  56 . 
     The bent portion  52  of the rotating member  50  is a central portion of the rotating member  50 , and is a bent portion of the rotating member  50 . The above-mentioned rotating shaft portion  14  and caulking pin  80  are provided in the bent portion  52 . 
     The rotating shaft portion  14  and the caulking pin  80  are caulked so as not to come off from the bent portion  52  of the rotating member  50  and the upper end portion  40 A of the intermediate lever  40 . Thus, the rotating shaft portion  14  and the caulking pin  80  fix the rotating member  50  to the intermediate lever  40 . Strength of the caulking pin  80  is made smaller than that of the rotating shaft portion  14 . For example, as illustrated in  FIG. 2 , shear strength of the caulking pin  80  is made smaller than that of the rotating shaft portion  14  by making shaft diameter of the caulking pin  80  smaller than that of the rotating shaft portion  14 . Alternatively, the caulking pin  80  may be made of a material having a tensile strength less than that of material of the rotating shaft portion  14 . Therefore, when the caulking pin  80  is cut off and thus the caulking pin  80  comes off from the rotating member  50  and the intermediate lever  40 , the rotating member  50  can rotate with respect to the intermediate lever  40  about the rotating shaft portion  14 . The rotating shaft portion  14  is provided with a step slightly greater than a plate thickness of the intermediate lever  40 , so that frictional resistance when the intermediate lever  40  rotates is reduced. 
     Note that the rotating member  50  is on the left side in the vehicle width direction and the intermediate lever  40  is on the right side in the vehicle width direction, however, unlike the first embodiment, the rotating member  50  may be on the right side in the vehicle width direction and the intermediate lever  40  may be on the left side in the vehicle width direction. 
     The front end portion  54  of the rotating member  50  is a portion of the rotating member  50  extending forward of the vehicle from the bent portion  52 . At the front end portion  54 , a tip portion  62  of an operating rod  60  is rotatably held via a connecting pin  70  and a clevis  72 . Further, the rotating shaft portion  14  and the caulking pin  80  are provided on an axis  64  of the operating rod  60 . However, the caulking pin  80  may not be provided on the axis  64  of the operating rod  60 . 
     The operating rod  60  projects rearward of the vehicle from the dash panel P, and a projecting direction thereof can be freely changed. The connecting pin  70  is prevented from coming off from the front end portion  54  of the rotating member  50  and the clevis  72  by a clip  74  (see  FIG. 2 ). 
     The upper end portion  56  of the rotating member  50  is a portion of the rotating member  50  extending upward of the vehicle from the bent portion  52 . On the vehicle rear side from the upper end portion  56 , there is an elongated instrument panel reinforcement I provided so that a longitudinal direction thereof is in the vehicle width direction. Therefore, the instrument panel reinforcement I is located on the vehicle rear side from the dash panel P. The instrument panel reinforcement I constitutes a part of the vehicle, and has a collision bracket  200  and the like. The collision bracket  200  is fixedly installed from the front end portion to the lower end portion of the instrument panel reinforcement I. The collision bracket  200  is provided to contact the upper end portion  56  of the rotating member  50  at the time of the vehicle collision. On the vehicle front side of the collision bracket  200 , a contact surface portion for contacting the upper end portion  56  of the rotating member  50  is provided so that the rotating member  50  can be easily displaced forward of the vehicle. In the rotating member  50 , the upper end portion  56  extends in a direction in which there is the instrument panel reinforcement I from the axis  64  of the operating rod  60 , and a portion that contacts the contact surface portion of the collision bracket  200  has a curved shape. 
     Note that the rotating shaft portion  14 , the operating shaft portion  16 , the intermediate shaft portion  18 , the first link pin  32 , the second link pin  34 , the connecting pin  70 , and the caulking pin  80  are provided in a state of being substantially horizontal and substantially parallel to the vehicle width direction, between the pair of side plates  12 . 
     (1-2) Operation of First Embodiment during Stepping Operation 
     As illustrated in  FIG. 3 , when the stepping operation is performed, the step portion  24  is stepped forward of the vehicle, so that the operation pedal  22  rotates about the operating shaft portion  16 . At this time, since the operation pedal  22  rotates in a predetermined direction (clockwise direction in  FIG. 3 ) about the operating shaft portion  16 , rotation of the operation pedal  22  is transmitted to the intermediate lever  40  via the link member  30 . 
     Therefore, the intermediate lever  40  rotates in a predetermined direction (counterclockwise direction in  FIG. 3 ) about the intermediate shaft portion  18  as the operation pedal  22  rotates. Therefore, the rotating member  50  and the operating rod  60  are displaced forward of the vehicle. 
     At that time, the caulking pin  80  is displaced upward of the vehicle from the axis  64  of the operating rod  60 . Therefore, a load is applied to the caulking pin  80 . For example, when a reaction force FA from the operating rod  60  is applied to the connecting pin  70  by the step portion  24  being stepped forward of the vehicle by the driver to the maximum, a first load F 1  applied to the caulking pin  80  is represented by the following Equation (I). 
         F 1 =FA ×sin θ1 ×LA/LB    Equation (I)
 
     Here, θ1 refers to an angle at which a straight line connecting the connecting pin  70  and the caulking pin  80  intersects a direction of the reaction force FA in the connecting pin  70 . LA refers to a distance from the connecting pin  70  to the rotating shaft portion  14 . LB refers to a distance from the rotating shaft portion  14  to the caulking pin  80 . 
     Note that in a case where the step portion  24  is stepped forward of the vehicle by the driver to the maximum, when an operating load applied to the step portion  24  is increased by the step portion  24  being further stepped forward of the vehicle by the driver, the reaction force FA is also increased, and the first load F 1  is also increased. Therefore, in the present embodiment, the load applied to the caulking pin  80  when the operating load is the maximum in design is defined as the first load F 1 . 
     Note that when the operating rod  60  is displaced forward of the vehicle due to the stepping operation, an operating force during the stepping operation is transmitted to a brake device or a control device that controls an operating state of the vehicle through a hydraulic circuit, an electronic circuit, or the like. 
     (1-3) Operation of First Embodiment at the Time of Vehicle Collision 
     As illustrated in  FIG. 4 , when the dash panel P is displaced rearward of the vehicle at the time of the vehicle collision, the collision bracket  200  of the instrument panel reinforcement I contacts the rotating member  50 . Even in such a case, the load is applied to the caulking pin  80 . For example, when a collision force FB is applied to the rotating member  50  at a contact point C where the collision bracket  200  and the rotating member  50  contact each other, a second load F 2  applied to the caulking pin  80  is represented by the following Equation (II). 
         F 2= FB ×cos θ2 ×LC/LB    Equation (II)
 
     Here, θ 2  refers to an angle at which a perpendicular line of a straight line connecting the contact point C and the rotating shaft portion  14  intersects a direction of the collision force FB at the contact point C. LC refers to a distance from the contact point C to the rotating shaft portion  14 . 
     Note that the distances LA. LB, and LC are set so that the second load F 2  is greater than the first load F 1 . Specifically, as illustrated in  FIG. 4 , when the distance LC is made longer than the distance LB, the second load F 2  is greater than the first load F 1  by leverage. 
     When the second load F 2  exceeds a reference load larger than the first load F 1 , the caulking pin  80  is cut off by the second load F 2 , so that the caulking pin  80  comes off from the rotating member  50  and the intermediate lever  40 . Thus, fixation of the rotating member  50  and the intermediate lever  40  by the caulking pin  80  is released. 
     Further, as illustrated in  FIG. 5 , the rotating member  50  is pushed forward of the vehicle by the collision bracket  200 , so that the upper end portion  56  of the rotating member  50  is rotated forward (counterclockwise direction in  FIG. 5 ) of the vehicle about the rotating shaft portion  14 . At the same time, the front end portion  54  of the rotating member  50  and the tip portion  62  of the operating rod  60  are displaced downward of the vehicle via the connecting pin  70  and the clevis  72 . At that time, since the intermediate lever  40  is rotated forward (counterclockwise direction in  FIG. 5 ) of the vehicle, the step portion  24  of the operation pedal  22  is displaced forward of the vehicle. 
     Reference numerals  82  and  84  indicate mounting holes for inserting the caulking pin  80  therein. Further, the step portion  24  illustrated by a two-dot chain line indicates a position of the step portion  24  when the stepping operation is released. 
     (1-4) Summary of First Embodiment 
     As described above in detail, in the brake pedal device  1  of the first embodiment, the rotating member  50  and the caulking pin  80  are added to a so-called link type operation pedal mechanism  20 , so that prevention of backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized. That is, the brake pedal device  1  of the first embodiment has a small number of parts required for preventing the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision. 
     Further, in the brake pedal device  1  of the first embodiment, since the rotating shaft portion  14  is provided on the axis  64  of the operating rod  60 , the load applied to the caulking pin  80  is smaller than that in a case where the rotating shaft portion  14  is not provided on the axis  64  of the operating rod  60 . 
     However, the rotating shaft portion  14  may not be provided on the axis  64  of the operating rod  60 . 
     Further, in the brake pedal device  1  of the first embodiment, when the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized, the tip portion  62  of the operating rod  60 , the connecting pin  70 , and the clevis  72  are displaced downward of the vehicle, but is not deformed. Therefore, in the brake pedal device  1  of the first embodiment, it is possible to stably realize the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision without receiving deformation resistance of the operating rod  60  or the like in the so-called link type operation pedal mechanism  20 . 
     Further, in the brake pedal device  1  of the first embodiment, the caulking pin  80  facilitates the fixation of the rotating member  50  and the intermediate lever  40  and release of the fixation thereof. 
     (2-1) Overview of Second Embodiment 
     Next, a brake pedal device  2  of a second embodiment illustrated in  FIGS. 6 to 10  will be described.  FIGS. 6 to 10  correspond to  FIGS. 1 to 5  of the first embodiment. In the following description, the same reference numerals will be given to components substantially in common with the first embodiment, and detailed description thereof will be omitted. 
     In the brake pedal device  2  of the second embodiment, unlike the first embodiment, the rotating member  50  is on the right side in the vehicle width direction, and the intermediate lever  40  is on the left side in the vehicle width direction. Note that in the same manner as in the first embodiment, the rotating member  50  may be on the left side in the vehicle width direction, and the intermediate lever  40  may be on the right side in the vehicle width direction. 
     Further, in the brake pedal device  2  of the second embodiment, the fixation of the rotating member  50  and the intermediate lever  40  and the release of the fixation thereof is realized by a bolt  90  and a nut  94  instead of the caulking pin  80  of the first embodiment. Therefore, the bolt  90  having a strength similar to that of the rotating shaft portion  14  is used. 
     Further, the upper end portion  40 A of the intermediate lever  40  is provided with an elongated hole  92  into which the bolt  90  is inserted at a position in which it overlaps the bent portion  52  of the rotating member  50  in the vehicle width direction. The elongated hole  92  is formed along an arc  98  about a center point  96  of the rotating shaft portion  14 . However, the elongated hole  92  may be provided in the bent portion  52  of the rotating member  50  instead of in the upper end portion  40 A of the intermediate lever  40 . 
     The bolt  90  is inserted through the elongated hole  92  of the intermediate lever  40  and the bent portion  52  of the rotating member  50 , and is brought into contact with a lower end of the elongated hole  92 . The nut  94  is screwed into the bolt  90  in such a state from a tip of the bolt  90 . Thus, the rotating member  50  is fixed to the intermediate lever  40  by a fastening force of the bolt  90  and the nut  94 . Further, the first load F 1  and the second load F 2  are applied to the bolt  90 . 
     Note that the bolt  90  is located on the vehicle lower side from the axis  64  of the operating rod  60 , but it may be located on the axis  64  of the operating rod  60 , or on the vehicle upper side from the axis  64  of the operating rod  60 . 
     Further, in the brake pedal device  2  of the second embodiment, the rotating shaft portion  14  is provided on the vehicle lower side from the axis  64  of the operating rod  60 . Thus, the first load F 1  is applied in a direction (downward of the vehicle) opposite to that in the first embodiment. 
     The fastening force of the bolt  90  and the nut  94  is made smaller than the above reference load and strength of the rotating shaft portion  14 . Therefore, when the second load F 2  exceeds the above reference load, the bolt  90  moves in the elongated hole  92  of the rotating member  50  from the lower end toward an upper end of the elongated hole  92  with the nut  94  screwed therein. Therefore, the upper end portion  56  of the rotating member  50  is rotated forward (counterclockwise direction in  FIGS. 6 and 8 to 10 ) of the vehicle about the rotating shaft portion  14 . At the same time, the front end portion  54  of the rotating member  50  and the tip portion  62  of the operating rod  60  are displaced downward of the vehicle via the connecting pin  70  and the clevis  72 . 
     Further, as illustrated in  FIG. 10 , after the bolt  90  contacts the upper end of the elongated hole  92  of the rotating member  50 , the rotating member  50  is pushed forward of the vehicle by the collision bracket  200 . Therefore, the upper end portion  56  of the rotating member  50  is rotated forward (counterclockwise direction in  FIGS. 6 and 8 to 10 ) of the vehicle about the rotating shaft portion  14 . At the same time, the front end portion  54  of the rotating member  50  and the tip portion  62  of the operating rod  60  are displaced downward of the vehicle via the connecting pin  70  and the clevis  72 . At that time, the bolt  90  is in contact with the upper end of the elongated hole  92  of the intermediate lever  40 , and the intermediate lever  40  is rotated forward (counterclockwise direction in  FIGS. 6 and 8 to 10 ) of the vehicle about the intermediate shaft portion  18 , and thus the step portion  24  of the operation pedal  22  is displaced forward of the vehicle. 
     (2-2) Summary of Second Embodiment 
     As described above in detail, in the brake pedal device  2  of the second embodiment, the rotating member  50 , the bolt  90 , and the nut  94  are added to the so-called link type operation pedal mechanism  20 , so that the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized. That is, the brake pedal device  2  of the second embodiment has a small number of parts required for preventing the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision. 
     Further, in the brake pedal device  2  of the second embodiment, when the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized, the tip portion  62  of the operating rod  60 , the connecting pin  70 , and the clevis  72  are displaced downward of the vehicle, but is not deformed. Therefore, in the brake pedal device  2  of the second embodiment, it is possible to stably realize the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision without receiving the deformation resistance of the operating rod  60  or the like in the so-called link type operation pedal mechanism  20 . 
     Furthermore, in the brake pedal device  2  of the second embodiment, the fixation of the rotating member  50  and the intermediate lever  40  and the release of the fixation thereof is realized by the fastening force of the bolt  90  and the nut  94 . Further, the first load F 1  to the vehicle lower side is applied to the bolt  90  during the stepping operation, so that the bolt  90  is maintained in a state of being in contact with the lower end of the elongated hole  92 . Therefore, even after the fixation of the rotating member  50  and the intermediate lever  40  is released, if the stepping operation is performed, the rotating member  50  and the operating rod  60  are displaced forward of the vehicle, so that safety is further improved. 
     (3-1) Overview of Third Embodiment 
     Next, a brake pedal device  3  of a third embodiment illustrated in  FIGS. 11 and 12  will be described.  FIGS. 11 and 12  correspond to  FIGS. 1 and 5  of the first embodiment. In the following description, the same reference numerals will be given to the components substantially in common with the first embodiment, and detailed description thereof will be omitted. 
     In the brake pedal device  3  of the third embodiment, the operation pedal mechanism  20  does not include the link member  30  and the intermediate lever  40  of the first embodiment. Therefore, the rotating shaft portion  14  and the caulking pin  80  fix an obtuse-angled V-shaped rotating member  50  to the operation pedal  22 . Thus, the rotating shaft portion  14  and the caulking pin  80  are provided between the upper end portion  22 A and the lower end portion  22 B of the operation pedal  22 . 
     (3-2) Summary of Third Embodiment 
     Therefore, in the brake pedal device  3  of the third embodiment, the rotating member  50  and the caulking pin  80  are added to the operation pedal mechanism  20  which does not include the link member  30  and the intermediate lever  40  of the first embodiment, so that the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized. That is, the brake pedal device  3  of the third embodiment has a small number of parts required for preventing the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision. 
     Further, in the brake pedal device  3  of the third embodiment, since the rotating shaft portion  14  is provided on the axis  64  of the operating rod  60 , the load applied to the caulking pin  80  is smaller than that in the case where the rotating shaft portion  14  is not provided on the axis  64  of the operating rod  60 . 
     Further, in the brake pedal device  3  of the third embodiment, when the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision is realized, the tip portion  62  of the operating rod  60 , the connecting pin  70 , and the clevis  72  are displaced downward of the vehicle, but is not deformed. Therefore, in the brake pedal device  3  of the third embodiment, it is possible to stably realize the prevention of the backward movement of the step portion  24  of the operation pedal mechanism  20  at the time of the vehicle collision without receiving the deformation resistance of the operating rod  60  or the like in the so-called link type operation pedal mechanism  20 . 
     Further, in the brake pedal device  3  of the third embodiment, the caulking pin  80  facilitates the fixation of the rotating member  50  and the operation pedal  22  and the release of the fixation thereof. 
     (4) Others 
     By the way, in each embodiment, the brake pedal devices  1 ,  2  and  3  are examples of the “vehicular operation pedal device”. The pedal bracket  10  is an example of a “support member”. The operating rod  60  is an example of a “vehicular control mechanism”. The tip portion  62  of the operating rod  60  is an example of an “input portion of the vehicular control mechanism”. The connecting pin  70  and the clevis  72  are examples of a “connecting portion”. The dash panel P is an example of a “first vehicle component”. The instrument panel reinforcement I and the collision bracket  200  are examples of a “second vehicle component”. 
     (5) Modification 
     Note that the present invention is not limited to the above embodiments, and various modifications can be made without departing from the spirit of the present invention. 
     For example, in the brake pedal device  3  of the third embodiment, the fixation of the rotating member  50  and the operation pedal  22  and the release of the fixation thereof may be realized by the bolt  90  and the nut  94  of the second embodiment instead of the caulking pin  80 . 
     Further, in the embodiments, when the stepping operation is performed, the caulking pin  80  or the bolt  90  is displaced upward, but it may be displaced downward. 
     Furthermore, in the embodiments, the present invention is applied to the operation pedal  22  as the brake pedal, but the present invention may be applied to each pedal (for example, an accelerator pedal or a clutch pedal) used in the vehicle. 
     Parts of the brake pedal devices  1 ,  2  and  3  of the embodiments are not limited to those made of metal, and may be made of resin. 
     LIST OF REFERENCE SIGNS 
       1 ,  2 ,  3 : Brake pedal device (Vehicular operation pedal device),  10 : Pedal bracket (Support member),  14 : Rotating shaft portion,  16 : Operating shaft portion,  18 : Intermediate shaft portion,  20 : Operation pedal mechanism,  22 : Operation pedal,  22 A: Upper end portion of operation pedal,  22 B: Lower end portion of operation pedal,  24 : Step portion,  30 : Link member,  40 : Intermediate lever,  40 A: Upper end portion of intermediate lever,  40 B: Lower end portion of intermediate lever,  40 C: Intermediate portion of intermediate lever,  50 : Rotating member,  52 : Bent portion of rotating member,  54 : Front end portion of rotating member,  56 : Upper end portion of rotating member,  60 : Operating rod (Vehicular control mechanism),  62 : Tip portion of operating rod (Input portion of vehicular control mechanism),  64 : Axis of operating rod,  70 : Connecting pin (Connecting portion),  72 : Clevis (Connecting portion),  80 : Caulking pin,  82 : Mounting hole,  84 : Mounting hole,  90 : Bolt,  92 : Elongated hole,  94 : Nut,  96 : Center of rotating shaft portion,  98 : Arc,  200 : Collision bracket (Second vehicle component), F 1 : First load, F 2 : Second load, I: Instrument panel reinforcement (Second vehicle component), P: Dash panel (First vehicle component).