Abstract:
A motor vehicle safety arrangement has a pedal mechanism with at least one bearing block and at least one pedal articulated thereon. The bearing block is held by a beam member which extends approximately over the width of the vehicle and is spaced from a bulkhead delimiting the passenger compartment. In order to prevent injury to feet on frontal impact, the beam member is resistant to bending and is uncoupled from the bulkhead. The distance between the member and bulkhead is dimensioned such that, in the event of intrusion of the bulkhead as a result of a collision, the position of the beam member does not vary substantially.

Description:
REFERENCE TO RELATED APPLICATION 
     This application is a Rule 371 of International Application No. PCT/EP96/00188 filed Jan. 18, 1996. 
    
    
     BACKGROUND OF THE INVENTION 
     The invention relates to a safety device for a motor vehicle. 
     A safety device of this kind is disclosed in DE 2,151,599 C2 (B 60 R 21/04). Inside a dashboard, a deformation element is there arranged, extending more or less rectilinearly over the entire width of the vehicle and configured as a knee-restraining member. The deformation member is at the same time utilized to back up the steering gear and/or the pedal suspension. As illustrated in more detail specifically in the parallel application U.S. Pat. No. 3,856,103, in frontal a collision, owing to the attendant bulkhead intrusion, an impact on the pedal articulation is to be reckoned with, such that the pedal will be moved towards the occupants and thus considerably endanger the lower extremities especially. More recently, designs have been disclosed that provide either a swinging of the pedal towards the bulkhead (see DE 3,904,616 A1, B 60 T 7/06) or a retraction thereof from the footnotes (see esp. DE 4,305,290 A1, B 60 K 23/00). The principle of action common to the two sources last mentioned is that the bulkhead intrusion attendant upon a head-on collision leads to a relative displacement vis-á-vis a transversely extending and substantially flexurally rigid structural beam. From this relative motion, by a certain arrangement of functional parts associated with the pedal, a swinging or shifting motion is obtained. 
     SUMMARY OF THE INVENTION 
     The object of the invention is to provide a safety device and pedal action for motor vehicles whereby the danger of injury to occupants of the vehicle may be still further reduced. 
     This object is accomplished by providing a vehicle with at least one pedal articulated in a bearing block and at least one beam member extending over at least about one half the width of the vehicle and rigidly connected to the vehicle superstructure and to the bearing block, wherein the pedal is articulated so that it will be mechanically uncoupled from the vehicle bulkhead upon collision-related displacement of the bulkhead. 
     According to the invention, then, as also in DE 3,904,616 A1 and DE 4,305,290, the structural member extending transverse to the direction of travel is rendered flexurally rigid, and moreover uncoupled from the bulkhead in such manner that it will retain its spatial location even in a head-on or “offset” collision, despite bulkhead intrusion. Otherwise than in the cited sources, however, the pedal is not arranged between the flexurally rigid beam and the bulkhead, but on the flexurally rigid beam itself. Thus the pedal, distanced from the bulkhead as a rule, at least retains its position of safety for the occupants. According to especially advantageous modifications of the invention, however, alternatively or additionally, a swinging motion can be generated by obtaining actuating forces for the swing or shift of the pedal from the displacement of the bulkhead and/or fixtures. 
     The articulation of the pedal directly to a beam member integral with the superstructure is known in principle from DE 3,040,722 C2 (B 60 T 7/04). Starting from a floorplate, the beam member, to be sure, is there substantially vertical, and incidentally comes so close to an outside wall that in an impact on this wall by a colliding object in an accident, the entire beam and with it the pedal articulated therein must be expected to move inward. 
     Especially advantageous is an extension of the flexurally rigid beam member between two bodywork columns, viz. for example between the two so-called A-columns. By this measure, the stability of the bodywork in side collisions is definitely improved as well. A further embodiment of stability can be achieved by a massive integration of the beam member with a central tongue extending down the middle of the vehicle. In addition, the beam member according to the invention may be utilized for the lower abutment of a steering column. A heightened measure of safety is further provided if the steering column is equipped with a telescoping force absorber. The forces exerted by the occupant on the steering wheel during an accident are thus reduced to a tolerable measure. 
     Another advantage of the concept according to the invention is to be seen in that, for example by attachment of the brake force amplifier and main brake cylinder to the beam member, the acoustics in the passenger compartment may be improved, because there is no longer a direct acoustic transmission path from the engine compartment. In a preferred embodiment, all controls such as pedal, pushrod, brake amplifier and main brake cylinder pertaining to the braking system as well as other gear to actuate power controls and coupling or steering parts are integrated into one subassembly with the beam member. Supplementarily, suspension elements for an airbag support or a knee pad may also be provided on the beam member. The knee pad may alternatively be formed by a glove compartment cover capable of abutting at least indirectly on the beam member. This will generally also reduce the assembly outlay for a motor vehicle equipped with a pedal action according to the invention. It should also be mentioned that the beam member, being uncoupled from the bulkhead, is not exposed to any high stresses, so that in its stress analysis, only the actuating forces exerted on the pedals and the dead weight of other functional parts need be considered. For this reason, the beam member is preferably made of a light metal, for example extruded aluminum. A hollow section produced in this way with closed cross section may at the same time serve as a conduit for air or liquid. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Advantageous embodiments of the invention will now be illustrated in more detail with reference to the drawing. In schematic representation, 
     FIG. 1 shows a perspective view of the basic installation of a beam member extracting in a passenger compartment and uncoupled from a bulkhead, 
     FIG. 2 shows a view at the sectional plane II—II in FIG. 1, 
     FIG. 3 shows a top view of the beam member represented in FIG. 1, 
     FIG. 4 shows a special articulation of a beam element built according to FIG. 1 to column parts of a vehicle, 
     FIG. 5 shows a modification of the embodiment represented by way of example in FIG. 2, 
     FIG. 6 shows a refinement of the invention in a view comparable to that of FIG. 2, 
     FIG. 7 shows a top view corresponding to FIG. 6, 
     FIG. 8, in a view comparable to FIG. 2, shows the arrangement of a main brake cylinder inside of the passenger compartment, 
     FIG. 9 shows an embodiment in which the pedal swing is obtained from a “collision”-related bulkhead displacement, 
     FIG. 10 shows, in a view comparable to FIG. 2, a brake force amplifier pivotable on a vertical axis, initiating a pedal swing upon collision-related displacement, 
     FIG. 11 shows a top view of the arrangement according to FIG. 9, 
     FIG. 12, in a view comparable to FIG. 2, shows a pedal action in which a main brake cylinder is actuable by means of a tension bar, 
     FIG. 13 shows a modification of the arrangement according to FIG. 12, 
     FIG. 14 shows a pedal action with servo drive associated with the pedals, making a pedal swing possible independently of bulkhead intrustion, and 
     FIG. 15 shows a modification of the embodiment represented by way of example in FIG.  13 . 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     In all figures, like parts bear like reference numerals. 
     In FIG. 1, we see a portion, no reference numeral, of a front area in a vehicle, not otherwise shown in detail. As an essential part of the invention, a tubular beam member  1  is here represented, extending beneath an unreferenced water box between a left-hand A-column  2  and a right-hand A-column  3 , and secured to these by end flanges  4  and  5  with screw or plug connections. The A-columns  2 ,  3  typical in modern vehicle construction are members of the superstructure, which after a collision hardly change their position relative to each other or to other body portion not affected by the collision. The beam member  1  is set inward from a bulkhead  6  bounding the passenger compartment far enough so that in hard head-on collisions, preferably no contact between these parts will result or else the intrusion of the bulkhead  6  will be positively arrested by the beam member  1 . Struts  7  and  8  support the midportion of the beam member  1  from a central tunnel  9 , part of a floor plate generally designated  10 . The strut  8  on the driver&#39;s side serves further for attachment of a steering gear frame  11 , by which a steering column  12  is held in manner not shown in detail, its upper and terminated by a steering wheel  13  and its lower end connected to the beam member  1  by way of a bottom steering column bearing  14 . Alternatively to attachment of the steering column  12  to the frame  11 , the upper end may be mounted directly on a water box, here not shown in detail, bounding the bulkhead  6  at the top. The dimensioning of the water box is designed for collision conditions in such a way that the upper pivot remains nearly stationary. By means of an articulation  15 , merely indicated schematically, the steering motion applied to the steering wheel  13  is transmitted to a steering gear, not shown in detail, associated with the running wheels of the vehicles. By the connection of the steering column  12  to the stationary beam element  1  by way of the steering column bearing  14 , the steering action is rendered independent of bulkhead intrusion. In this way, the steering motion is utilized also to prepare for an occupant-restraining function. 
     According to an especially advantageous refinement of the invention, the mounting on the steering gear frame  11  is rendered yielding in a deliberately preassigned manner, so that in event of a collision, a defined motion of the steering column can be achieved. Because in a head-on collision the main loads from the engine compartment anterior to the bulkhead  6  are assumed by the beam member  1  as arranged according to the invention, a diminished reaction compared to a conventional mounting of the upper end of the steering column will suffice. By suitable matching with the deformation behavior of the water box, after an impact on the steering wheel  13  in an accident, the kinematics of the top articulation of the steering column  12  can be influenced in a controlled manner, especially if a deformationally fairly rigid strut connects the articulation to a stationary body part, for example the central tunnel. Preferably, the trajectory of the articulation in a collision is conceived so that the angle included between centerline of steering column and floor plate  10  is diminished in absolute value, so as to move an airbag (here not shown) installed in the steering wheel  13  into an improved restraining position vis-á-vis the occupants. The steering wheel  13  is thus moved downward in a defined member. 
     Essential components of the pedal action associated with the beam member  1  are a clutch pedal  16 , a brake pedal  17  with footboard  17   a  and a gas pedal  18 . The bearing member  1 , being hollow with a closed cross-sectional profile, has segments which are parts of an air or liquid delivery system. 
     Beyond the area represented in FIG. 1, the steering column  12  in FIG. 2 is of telescoping construction, to wit with an integrated force absorber  12   a  between a bottom steering column portion  12   b  and a top steering column portion  12   c.  In the latter, a steering wheel shaft  13   a  is arranged bearing the energy-absorbently yielding steering wheel  13  at its upper end and abutting at its bottom end against the bottom steering column portion  12   b  ahead of the force absorber  12   a.  When the steering wheel  13  is acted upon by occupant impact in an accident, the force acting upon the occupant is transmitted to the beam member  1  and absorbed with the aid of the force absorber  12   a  down to an allowable maximum. Also, FIG. 2 shows a brake force amplifier  19 , attached to the bulkhead  6  in the engine compartment outside of the passenger compartment together with an associated main brake cylinder  20  and capable of being acted upon by a pushrod  21  from the brake pedal  17 . The latter is articulated by a pivot  22  to a bearing block  23 , which in turn is rigidly connected to the beam member  1 . In event of an actuation of the brake pedal  17  as indicated by the arrow  24 , the brake pedal  17  will swing about the pivot  22 . An upper end  25  of an actuating rod  26 , to be described in more detail later on, acts as a step when the brake pedal is again held in rest position by spring action. 
     Now the construction of the actuating rod  26  is such that, by way of a weak spot  27 , preferably in the neighborhood of the bulkhead  6 , it is arranged stationary in the first instance relative to the beam member  1 . The strength of the weak spot  27  is so proportioned that the function of the pedal-stop  25  is always assured in normal operation. The actuating rod  26  is also associated with a slide bearing  28  traversed by the push rod  21  associated with the brake force amplifier  19 . Relative to a mass H (for example a transmission casing or an engine block) displaceable relative to the superstructure in a head-on collision, the actuating rod  26  acting as transmission member is so oriented that upon displacement of the mass M according to the arrow  29 , the brake pedal  17  will be swung by the stop  25  about the pivot  22  according to the arrow  30 . Additionally, the deflection of the push rod  21  into the position shown dotted also provides for a rotation of the brake pedal  17 . Advantageously, the length of the actuating rod  26  is such that after the buckling of the brake push rod  21  as indicated in the drawing, the brake pedal  17  is no longer in contact with the stop  25 . The positive guidance of the brake pedal  17  is relieved in this way, so that a foot that may be caught between the bulkhead  6  and the brake pedal  17  will not be crushed. 
     From the foregoing description, then, it will be clear that in the embodiment shown by way of example in FIG. 2, the uncoupling of beam member  1  and bulkhead  6  on the one hand, and the additionally introduced swing of the pedal system away from the occupants on the other hand, provide a multiple measure of safety against foot injuries. 
     For closer illustration of the situation represented in FIG. 2, the top view in FIG. 3 shows the principle of operation of the actuating rod  26  in conjunction with the mass M and the brake pedal  17 . Likewise seen are cogs  31 ,  32  whereby, besides the brake pedal  17 , the clutch pedal  18  and the gas pedal  16  are likewise movable out of the danger zone towards the bulkhead  6  in a frontal collision. 
     In the embodiment illustrated by way of example in FIG. 2, the telescoping construction of the steering column  12  has the effect that upon displacement of the steering gear towards the passenger compartment, the top part of the steering column  12  attached to the frame  11  is not subjected to additional load. The location of the steering wheel  13  relative to the occupant is thus maintained. 
     The abutment of the beam member  1  by way of the struts  7  and  8  ensures that in a side collision, the beam element  1  cannot buckle. This measure substantially improves the resistance of the entire vehicle body to lateral impact. At the same time, the invention thus permits the adaptation of a safety concept disclosed in DE 3,928,869 A1 (B 60 E 21/100). Depending on installation conditions, separate struts  7 ,  8  may sometimes be dispensed with, in which case for example the beam member  1  may be attached directly to the central tunnel. Another modification may consist in that the central tunnel  9  is elevated towards the bulkhead end, and the beam member  1  made bipartite and linked directly to the central tunnel  9 . In a simplified embodiment, the half associated with the passenger side might be dispensed with. This might be the case especially if other measures have been taken to realize the safety conception described in DE 3,928,864 A1. 
     Likewise in the case of the modification represented in FIGS. 4 and 5, a crash-related relative motion of the mass M with respect to the vehicle body in the direction of the arrow  29  will cause a swing of the pedal  17  in the direction of the arrow  24 . In addition or alternatively to the embodiment shown in FIG. 2 by way of example, there will here of course be an action by the mass M upon the bearing block  23  through the actuating rod  26 , causing the bearing block to rotate in the direction of the arrow  33  to move the pedal  17  in the direction of the arrow  24 . To permit a torsion of the beam member  1  according to the arrow  33 , the bearings of the beam member  1  at the two A-columns  2  and  3  are rotatable after exceeding a preassigned force. For the example of the A-column  3 , this rotatable articulation will now be described in more detail with reference to FIG.  4 . The fastening flange  4  here comprises a receptacle sleeve  34  in which the free end of the beam member  1  is inserted. The torsional safety between beam element  1  and sleeve  34  is provided by a shear pin  35 , which will fail just when, for example in a head-on collision, the force exerted by the mass M on the actuating rod  26  exceeds a certain preassigned value. considering the elastic torsional behaviour of the beam member  1 , the strength of the shear pin  35  is so proportioned that for serious frontal impacts, a torsion of the beam member  1  in the direction of the arrow  33  will always be possible. In this place, it may be noted that instead of shear pins, shear teeth or frictional couplings would be possible. Likewise conceivable is the deliberate incorporation of weak spots in the nature of cross-sectional reductions with a positive geometrical connection between beam member  1  and sleeve  34 . The connections between beam element  1  and struts  7 ,  8  might be made in the same way. The bearing block  23  may be fixed to the beam member  1  by a shear-pin secured connection, to reduce the masses to be rotated in a swing of the pedal to a minimum. 
     In the embodiment shown by way of example in FIGS. 6 and 7, the brake force amplifier  19  is uncoupled from the bulkhead. In the case of collision-related intrusion of the bulkhead  6 , the brake force amplifier  19  held on the beam member  1  by ribs  36 ,  37  and an actuating washer  19   a  (see FIG. 6) will remain in the position shown in the drawing, because the bulkhead  6 , owing to an elastic connection with the attachment washer  19   a  can execute motions relative to the brake force amplifier by way of a rotary diaphragm  38 . Then the push rod  21  will not impress any displacement motion on the brake pedal  17 . The position of the bearing block  23  relative to the ribs  36  and  37  on the one hand and the transverse member  1  on the other hand will also remain unchanged. The intrusion of the bulkhead  6  is thus rendered entirely independent of the pedals, and consequently cannot lead to a dangerous displacement of the pedals  16  to  18  towards vehicle occupants. 
     The principle of function in the embodiment shown by way of example in FIG. 8 is similar. Here the brake force amplifier  19  and main brake cylinder  20  are likewise completely uncoupled from the bulkhead. The attachment of these two parts, however, is directly to the beam member  1 , to wit in this case for example above the bottom steering column bearing  14 . The brake pedal  17  linked to the bearing block  23  transmits the actuating motions not directly into the engine compartment, therefore, but acts in the first instance on the brake system components arranged in the passenger compartment (main brake cylinder  20 , push rod  21 , brake force amplifier  19 . The connection to the brake system of the vehicle is made thence by way of systems of lines known per se through the bulkhead  6 . The integration of brake force amplifier  19  and main brake cylinder  20  may expediently be effected within the contour of an instrument panel, so that visually the configuration according to the invention is not noticeable to the occupants. 
     It should be emphasized as to the embodiment represented by way of example in FIG. 8, that this can be rendered highly installation-friendly, to wit especially so if the beam member  1  and the functional members associated with the pedals and the brake system are combined in a subassembly. Furthermore, the concept illustrated in FIG. 8 is usable in like manner with restriction for right-hand or left-hand steering vehicles. Besides, space is saved in the engine compartment, so that this concept is especially of interest for the development of new compact vehicles. Removal of the main brake cylinder  20  as well as of the brake force booster  19  from the bulkhead  6  is highly advantageous acoustically also. 
     The embodiment in FIG. 9 shows how a collision related intrusion of the bulkhead  6  in the direction of the arrow  39  can be converted into a swinging motion of the brake pedal  17 . For this purpose, a bearing block  23 ′ is arranged on the beam member  1 , mounted stationary, and a slide guide  40  is recessed in it. The clear width of this guide  40  is slightly smaller than the diameter of a link pin  41  by which the brake pedal  17  is suspended. In normal operation, the brake pedal  17  pivots on the pin  41 , thus permitting a displacement of the push rod  21  against the direction of the arrow  39 . By means of restoring springs not here shown in detail, when the main brake cylinder  20  is not actuated, the brake pedal  17  moves automatically towards a pedal stop  42 , being a fixed part of the bearing block  32  and hence likewise stationary in relation to the beam member  1 . A displacement of the brake force booster  19  attendant upon the intrusion of the bulkhead  6  into the dotted position makes provision so that above the pedal stop  42 , a tilting moment is introduced into the brake pedal  17  as well. This acts upon the lift pin  41  to the effect that the slide guide  40  is widened, making possible a rotation of the brake pedal  17  about the pedal stop  42  even under load. For definite fixation of the pedal stop  42 , the open end of the guide  40  may be closed if desired. The length of the slide guide  40  is in any event so dimensioned that a maximal swingability of the brake pedal  17  about the pedal stop  42  is possible. In addition or alternatively to the embodiment shown by way of example in FIG. 9, instead of a slide guide, the use of an elastic element is conceivable, whose resistance to deformation is so proportioned that the link pin  41  is definitely fixed in normal operation, and that upon collision-related intrusion of the bulkhead  6  and hence of the push rod  21 , a swing about the pedal stop  42  is possible. As an alternative, a controlled weak spot may be provided in the link pin  41 , which gives way when a certain force exerted by the push rod  21  is exceeded, thus no longer preventing a swing about the pedal stop  42 . 
     Another possibility for collision-related dislocation of pedal levers is shown in FIGS. 10 and 11. Of special importance in this arrangement is the collision-related rotatability of the brake force booster  19  with main brake cylinder  20  about a substantially vertical axis  43 , here/indicated by a dot-dash line in FIG.  10 . To secure this vertical rotatability, points of articulation  44  and  45  provided on the bulkhead  6  are engaged by articulation pins  46 ,  47 , which in turn are held on the housing of the brake force booster,  19 . The bearing block  23  is connected by a shear part  48  to the superstructure-fixed beam member  1 . The rest position, the brake pedal  17  is in contact with a pedal step  42  associated with the bearing block  23 . In addition, FIG. 11 shows a mass M, which in a frontal impact executes a motion relative to the vehicle body and is laterally offset with respect to the vertical axis  43  passing through the housing of the brake force booster  19 . In event of an impact upon the brake force booster  19  by the mass M in the direction of the arrow  49 , the booster  19  is rotated about the axis  43 , leading to a lateral deflection of the push rod  21  into the position shown dotted. The forces applied through the push rod are so great that the shear part  48  will give way, and a forward displacement of the pedal block  23  together with the pedals into the position likewise shown dotted will occur. This removes the pedals both laterally and in the direction toward the bulkhead  6  from the danger zone. Even without any lateral displacement of the pedals, the rotation of the brake force booster  19  may also be utilized to disengage the brake push rod  21  from the articulation to the brake pedal  17 . The brake pedal  17  is thereby rendered idle, and so no longer dangerous to the occupants. 
     The concept illustrated in FIGS. 10 and 11 may also be used in overlapping combination with the embodiments previously described. 
     In the embodiment of FIG. 12, the main brake cylinder  20  is actuated by a tension bar  50  attached to the brake pedal  17  above the point of articulation  22 . Such tensile actuations are known in principle in the prior art. The action of the mass M on the brake force booster  19  and main brake cylinder  20  in the direction of the arrow  51 , by way of the resulting displacement of the tension bar  50 , then leads—alone or in combination with a simultaneous intrusion of the bulkhead  6 —to a swing of the brake pedal  17  towards the bulkhead  6  (see arrow  24 ). This solution is especially of interest for vehicles in which for example the cylinder head of an internal combustion engine is arranged close behind the brake force booster  19 . Instead, depending on installation conditions, an actuating block affecting the brake force booster  19  may be provided on a gear casing or engine block not shown here in detail. The actuating block may be molded on beforehand or bolted in place subsequently. 
     An articulation with the brake pedal  17  above the pivot  22  is also possible with a brake push rod if coupled to the brake pedal  17  indirectly by way of a conventional schematically illustrated lever arrangement  21   a  mounted on the beam member  1 . 
     A pedal swing with extremely short response time on commencement of an accident makes possible the modification represented in FIG.  14 . Here the brake pedal  17  is associated with a servo  52  fixed to the bearing block  23 , a servo of pyrotechnical design in this instance. A propulsive charge  53  can be fired by a symbolically represented control  54 , acted upon in turn by at least one collision sensor  55 . Other output lines, here unnumbered, of the control  54  may for example be connected to various airbags or belt-tightening means, and are generally present in any case on vehicles of recent type. In this way, a conventional safety concept may readily be augmented by a foot-protection component. Alternatively to the embodiment shown by way of example in FIG. 14, the servo may also be used to displace the bearing block  23  relative to the beam member  1 . For this purpose, the bearing block  23  should for example be held arrested in a slide guide extending in lengthwise direction of the vehicle. Then upon activation of the crash sensor  55 , first the arrest is released, and then the servo triggers the displacement. Instead of a pyrotechnical propulsive charge, spring-actuated, electric motor, hydraulically or pneumatically actuated servos may be provided to move a piston  56  of the servo  52  in the direction of the arrow  57  in order to swing the brake pedal  17 . This recommends itself especially when, in the area of the pedal, there are already supply lines for at least one of the forms of energy last mentioned. 
     It is important in this connection that the swinging of pedal levers is not confined to servos associated with a nearly immovable beam member. Likewise in the case of bulkhead-side attachment to a bearing block  23  (see FIG.  15 ), such a servo  52 , because of its very short response time, can be very helpful, especially so if the bulkhead intrusion as such is limited to a minimum by appropriate design measures. 
     As an example of the manifold serviceability of the stationary beam member  1 , a torn-out portion of FIG. 14 shows a knee pad  58  with a support plate  59  covered with soft padding  60 , preferably by foaming. By way of a guide member  61  and an energy-absorbing, yielding force limiter  62 , each associated with a retaining element  63  attached to the beam member  1 , the knee impact forces can be transmitted to the flexurally rigid beam member  1  and so directly into the vehicle superstructure. By contrast with the generic prior art, then, the beam member here is not itself deformable, so that independently of knee impact events, the swing of the pedals can be positively controlled kinematically. It is here noted that the representation in FIG. 14 is strictly schematic in nature, individual functions being therefore assigned to separate parts. For simplification in actual practice, however, integration may be introduced. It is advisable, for example, to combine the functional parts  59  and  61  to  63  into a single part. 
     The remaining element  63  may additionally or alternatively be adapted to the attachment of an airbag arrangement  63   a  which is schematically illustrated in FIG.  14 . The latter may accommodate a passenger-side airbag or, according to an especially advantageous modification, a footroom airbag, placing itself protectively over the pedals and serving to displace the lower extremities away from the bulkhead  6  in the direction of the seat. 
     To summarize, it may be stated that by the uncoupling of the flexurally rigid beam member  1  from the bulkhead  6  according to the invention, manifold opportunities are gained to provide effective protection for the lower extremities of a vehicle occupant. Depending on installation conditions, any number of the measure hereinbefore described may be combined with each other.