CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to US Provisional Application No. 62/042,439 entitled BUMPER FOR A BRAKE PEDAL, filed August 27, 2014, the complete disclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0002] The subject invention relates to a bumper for a brake pedal assembly of a vehicle.

2. Description of the Related Art

[0003] Conventional automotive vehicles typically include in their brake pedal assemblies a mechanical brake pedal that is continuously connected to a brake lever. The motion of the lever in turn actuates a braking mechanism, such as disc and/or drum brakes, to slow or stop the vehicle. Typically, the braking mechanism can be described as a hydraulic braking system. The hydraulic braking system is powered by a supply of pressurized brake fluid from a master cylinder in response to force applied to the brake lever through a range of motion of the brake lever, providing a brake pedal feel. For example, as pressure within the hydraulic braking system increases, the brake lever becomes stiffer, i.e., further travel of the brake lever is resisted.

[0004] By contrast, an electronic or by-wire braking system is often used in electric vehicles or in hybrid vehicles. In an electronic braking system (EBS), movement of the brake lever of the brake pedal assembly is communicated to a brake computer, which controls the disc and or drum brakes of the vehicle to slow or stop the vehicle. Because the brake lever is not directly connected to the hydraulic braking system, movement of the brake lever is not resisted as a direct result of increased pressure of the brake fluid. As such, the brake lever completely lacks any brake pedal feel, which can make it difficult for a driver to determine the amount of braking force being applied to stop the vehicle. [0005] The EBS may include a brake lever resistor in communication with the brake computer for providing brake pedal feel corresponding with the amount of brake force being applied. However, the inclusion of the brake lever resistor is costly and complicated; requiring additional computer software and programming to control the amount of force the brake lever resistor applies to the brake lever based on the braking force applied.

[0006] Therefore, there remains a need to provide brake pedal feel for brake pedal assemblies, including those used in EBS systems, to control the travel of the brake lever based on the brake force being applied.

SUMMARY OF THE INVENTION AND ADVANTAGES

[0007] A brake pedal assembly includes a bumper for mounting within a passenger compartment of a vehicle adjacent a brake pedal. The brake pedal is coupled to the vehicle and movable along a path between an initial position and a braking position such that the brake pedal contacts and compresses the bumper as the brake pedal moves from the initial position toward the braking position along the path.

[0008] The bumper has a first end having a contact surface configured to engage the brake pedal and a second end spaced from the first end with a longitudinal axis defined between the first end and the second end. The contact surface has at least one rib extending therefrom with the at least one rib having a stiffness less than said stiffness of the bumper and with the rib configured to provide an initial cushioning of said brake pedal as said brake pedal contacts the bumper. A hole defined by the bumper extends axially along a longitudinal axis from the at least one rib. The bumper has a stiffness with the stiffness of the bumper increases as the bumper is compressed by the brake pedal moving from the initial position toward the braking position.

[0009] The bumper included in the brake pedal assembly of the present invention provides brake pedal feel for braking systems such as electronic braking systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

[0011] Figure 1 is a front view of a passenger compartment of a vehicle showing a brake pedal assembly in accordance with one embodiment of the present invention;

[0012] Figure 2 is a front view of the passenger compartment of a vehicle showing a brake pedal assembly in accordance with another embodiment of the present invention;

[0013] Figure 3 is a perspective view of the bumper;

[0014] Figure 4 is a cross-sectional view of the bumper;

[0015] Figure 5 is a cross-sectional view of a tube surrounding the bumper with a striker spaced from the bumper;

[0016] Figure 6 is a cross-sectional view of the tube with the striker compressing the bumper;

[0017] Figure 7 is a cross-sectional view of the tube with the striker spaced from the bumper and coupled to a guide rod, which extends through the bumper;

[0018] Figure 8 is a cross-sectional view of the tube with the striker compressing the bumper with the guide rod extending through the bumper;

[0019] Figure 9 is a front view of a passenger compartment of a vehicle showing a brake pedal assembly coupled to an electronic brake system in accordance with another embodiment of the present invention.

DETAILED DESCRIPTION

[0020] Referring to the Figures, wherein like numerals indicate like or corresponding parts throughout the several views, a bumper 20 for mounting within a passenger compartment 22 of a vehicle (not shown) is generally shown in Figures 1 and 2. The vehicle comprises a bulkhead 24 defining a portion of the passenger compartment 22. The bumper 20 is typically coupled to the bulkhead 24. It is to be appreciated that the bumper 20 may be directly or indirectly connected to the bulkhead 24.

[0021] The vehicle includes a brake pedal assembly 25 configured to be mounted within the passenger compartment 22. The brake pedal assembly 25 includes the bumper 20 and also includes a brake pedal 26 configured to be mounted within the passenger compartment 22. Generally, the brake pedal 26 is coupled to the vehicle. More specifically, the brake pedal 26 is pivotally mounted to a base member 28, which is coupled to the bulkhead 24. The brake pedal 26 is actuated by a driver to engage a braking system, such as an electronic braking system (shown as 100 in Figure 9), to stop the vehicle. As the brake pedal 26 moves along the path 30 from the initial position to the braking position, the brakes of the vehicle are engaged. Generally, as the brake pedal 26 progresses along the path 30, the amount of force being applied by the braking system correspondingly increases.

[0022] The bumper 20 is configured to be mounted within the passenger compartment 22 adjacent the brake pedal 26. The bumper 20 is in alignment with the path 30 such that the brake pedal 26 contacts and compresses the bumper 20 as the brake pedal 26 moves from the initial position toward the braking position along the path 30. More specifically, the bumper 20 has a first end 32 having a contact surface 34 configured to engage the brake pedal 26 and a second end 36 spaced from the first end 32 with a longitudinal axis 38 defined between the first end 32 and the second end 36. The second end 36 of the bumper 20 is typically coupled to the bulkhead 24 of the vehicle for preventing movement of the bumper 20. As such, the bumper 20 extends from the bulkhead 24 and terminates at the first end 32.

[0023] The bumper 20 has a stiffness. Generally, the stiffness of the bumper 20 increases as the bumper 20 is compressed by the brake pedal 26. More specifically, the stiffness of the bumper 20 increases as the bumper 20 is compressed by the brake pedal 26 moving from the initial position toward the braking position. The increases stiffness of the bumper 20 mimics the feel of pressure increasing within a hydraulic braking system.

[0024] When the bumper 20 is included in a brake pedal assembly 25 for a vehicle having an electronic braking system, the bumper 20 allows the driver of the vehicle equipped with the electronic braking system to experience increased resistance to the brake pedal 26 moving along the path 30 in a similar manner as non-electronic braking systems, such as hydraulic braking systems, when the resistance of the pedal has a direct correlation with the braking force being applied. When included, such as shown in Figure 9 in an alternative embodiment, an electronic braking system 100 is in communication with the brake pedal 26 of the brake pedal assembly 25 and is configured to brake the vehicle in response to movement of the brake pedal 26 along a path 30 between an initial position and a braking position. As the brake pedal 26 moves along the path 30 from the initial position to the braking position, a signal is sent to the electronic braking system 100 to engage the brakes of the vehicle. Generally, as the brake pedal 26 progresses along the path 30, the amount of force being applied by the braking system correspondingly increases.

[0025] As best shown in Figure 3, generally, bumper 20 has a perimeter presenting a circular configuration. However, it is to be appreciated that the bumper 20 may have any suitable configuration.

[0026] With reference to Figures 3-8, in one embodiment, the bumper 20 has a first portion 130, a second portion 132, a third portion 134 and a fourth portion 136 forming a stepped configuration. The first portion 130, in certain embodiments, at least partially defines or is proximate to the second end 32. In addition, in certain embodiments, the fourth portion 136 at least partially defines or is proximate to the first end 32. The second portion 132 extends from the first portion 130, and the third portion 134 extends from the second portion 132 opposite the first portion 130. The bumper 20 has the exterior surface 138 as described above with reference to the article. In embodiments wherein the bumper 20 comprises the microcellular polyurethane, the bumper 20 defines a plurality of open cells 126 at the exterior surface 138.

[0027] As best shown in Figure 4, the first portion 130 may have a first tapered edge 140. The second portion 132 may have a second tapered edge 142. The first and second tapered edges 140, 142 cooperatively define a first valley 143 of the bumper 20. Because the first and second edges 140, 142 form the valley 143, the first and second tapered edges 140, 142 intersect. It is to be appreciated that a fillet may interconnect the first and second tapered edges 140, 142 at the intersection.

[0028] The second portion 132 may have a third tapered edge 144 and spaced from the second tapered edge 142. The third portion 134 may have a fourth tapered edge 146 with the third and fourth tapered edges 144, 146 cooperatively defining a second valley 147. [0029] The third portion 134 may have a fifth tapered edge 148 and spaced from the fourth tapered edge 146. The fourth portion 136 may have a sixth tapered edge 150 with the fifth and sixth tapered edges 148, 150 cooperatively defining a third valley 151.

[0030] The fourth portion 136 may include a seventh tapered edge 152 sloping towards the contact surface 34 of the first end 32 of the bumper 20 or towards the at least one rib 40 (described in further detail below).

[0031] It is to be appreciated that the portions 130, 132, 134, 136 of the bumper 20 may not define the valleys 143, 147, or 151 as shown in Figures 3-8.

[0032] The first portion 130 has a first volume, the second portion 132 has a second volume, the third portion 134 has a third volume, and the fourth portion 136 may have a fourth volume. In one embodiment, the first volume is greater than the second volume, and the second volume is greater than the third volume, and the third volume is greater than the fourth volume. It is to be appreciated that the first, second, third, and fourth volumes may vary with respect to each other without departing from the nature of the present invention. For example, the second volume may be greater than the first volume, and the third volume may be greater than the second volume, and the fourth volume may be greater than the third volume. It is to be appreciated that any of the first, second, third and fourth volumes may be greater than the other of the first, second, third and fourth volumes without departing from the nature of the present invention. It is also to be appreciated that the first, second, third and fourth volumes may be equal to each other without departing from the nature of the present invention.

[0033] Similar to the volumes described above, each portion 130, 132, 134, 136 of the bumper 20 defines a diameter. It is to be appreciated that the diameter of the first portion 130 may be larger than the diameter of the second, third and fourth portions 132, 134, 136 and that the diameter of the second portion 132 may be larger than the diameter of the third portion 134 and fourth portion 136. Said differently, the diameter of the portions 130, 132, 134, 136 decrease respectively along the axis A moving towards the end 32 or towards the at least one rib 40 and through the bumper 20. However, it is to be appreciated that the diameter of any of the portions 130, 132, 134, 136 may vary relative to the other portions 130, 132, 134, 136. For example, the diameter of the second portion 132 may be smaller than the diameter of the first and third and fourth portions 130, 134, 136. [0034] In one embodiment, the first portion 130, the second portion 132, the third portion 134 and the fourth portion 136 of the bumper 20 may be rectangular prisms. In another embodiment, the first portion 130, the second portion 132, the third portion 134 and the fourth portion 136 may cylindrical. It is to be appreciated that the first portion 130, the second portion 132, the third portion 134 and the fourth portion 136 may be any three-dimensional shape without departing from the scope of the present invention. It is also to be appreciated that the bumper may include a hollow interior.

[0035] The first portion 130 may have a first rectangle-shaped perimeter, the second portion 132 may have a second rectangle-shaped perimeter, the third portion 134 may have a third-rectangular shaped perimeter, and the fourth portion 136 may have a fourth- rectangular shaped perimeter. In one embodiment, the first rectangle-shaped perimeter is greater than the second rectangle-shaped perimeter, and the second rectangle-shaped perimeter is greater than the third rectangle-shaped perimeter, and the fourth rectangle- shaped perimeter is greater than the third rectangle-shaped perimeter. It is to be appreciated that the first, second, third and fourth rectangle-shaped perimeters may vary with respect to each other without departing from the nature of the present invention. For example, the second rectangle-shaped perimeter may be greater than the first rectangle-shaped perimeter, the third rectangle-shaped perimeter may be greater than the second rectangle-shaped perimeter, and the fourth rectangle-shaped perimeter may be greater than the third rectangle-shaped perimeter. It is to be appreciated that any of the first, second, third and fourth rectangle-shaped perimeters may be greater than the other of the first, second, third and fourth rectangle-shaped perimeters without departing from the nature of the present invention. It is also to be appreciated that the first, second, third and fourth rectangle-shaped perimeters may be equal to each other without departing from the nature of the present invention. It is to be further appreciated that the first portion 130, second portion 132, third portion 134 and fourth portions 136 may have perimeters other than rectangle-shaped perimeters. For example, the first portion 130, second portion 132, third portion 134 and fourth portion 136 may have circular perimeters without departing from the nature of the present invention.

[0036] The first portion 130, second portion 132, third portion 134, and fourth portion 136 may have a rectangle-shaped cross-section. It is to be appreciated that the first portion 130, second portion 132, third portion 134, and fourth portion 136 may have a different-shaped cross-section without departing from the nature of the present invention.

[0037] Still further, while the embodiments illustrated in Figures 3-8 illustrate a bumper 20 with the first portion 130, second portion 132, third portion 134 and fourth portions 136, in other embodiments more, or less portions may be included.

[0038] Referring to Figures 3 and 4, the bumper 20 may include at least one rib 40 extending from the contact surface 34. Said differently, the contact surface 34 of the bumper 20 may have at least one rib 40 extending therefrom. Thus, for example, the at least one rib 40 may include two ribs 40, three ribs 40, four ribs 40 (as shown in Figure 3) or more than four ribs 40. The at least one rib 40, in certain embodiments, extends from the contact surface towards the fourth portion 136. The rib 40 may have a stiffness different than the stiffness of the bumper 20. For example, the stiffness of the rib 40 may be less than the stiffness of the bumper 20. In such an embodiment, the rib 40 is configured to provide an initial cushioning of the brake pedal 26 as the brake pedal 26 contacts the bumper 20. Said differently, the reduced stiffness of the rib 40 relative to the stiffness of the bumper 20 allows for a soft entry of the brake pedal 26 into the bumper 20 thereby reducing the force required to begin to compress the bumper 20 with the brake pedal 26.

[0039] In certain embodiments, the rib 40 may have a continuous thickness extending from the contact surface 34 and therein may further define a portion of the hole 48 of the bumper 20. Alternatively, as shown in Figures 3 and 4, wherein more than one rib 40 are present, each rib 40 includes a pair of tapered surfaces 41, 43 that extend from the contact surface 34 to a raised rib contact surface 45. The tapered surface 41 of one of the ribs 40 and the tapered surface 43 of the next adjacent rib 40 define a valley 47 therebetween, with the valley at least partially defining the contact surface 34.

[0040] In certain embodiments, such as shown in Figures 3 and 4, the raised rib contact surface 45 is flat or substantially flat, with flat being defined in a direction parallel to the contact surface 34 such that the thickness of the raised rib contact surface measured in direction perpendicular to the contact surface 34 is substantially constant. Alternatively, the raised rib contact surface 45 may take on any other shape other than flat, such as forming a slightly arced surface. Still further, the thickness of each of the respective ribs 40, again measured in a direction normal or perpendicular to the contact surface 34, may be the same or different as the next adjacent rib 40.

[0041] In certain embodiments, such as shown in Figures 3 and 4, the pair of tapered surfaces 41, 43 extending between adjacent ribs 40 are mirror images of each other (and thus having the same curved or straight surface), however in other embodiments these tapered surfaces 41, 43 may be different relative to each other. Still further, while Figures 3 and 4 show the tapered surfaces 41, 43 defining a valley 47 as rounded between the contact surface 34 and raised rib contact surface 45, in other embodiments the surfaces 41, 43 may extend in a substantially angled or stepped configuration or any other configuration between the contact surface 34 and raised rib contact surface 45 such that the valley 47 is not rounded.

[0042] It is to be appreciated that the increased stiffness of the bumper 20 as it is compressed can be accomplished in a variety of ways. For example, a cross-sectional thickness of the bumper 20 may increase along the longitudinal axis 38 from the first end 32 to the second end 36 of the bumper 20. Increasing the cross-sectional area results in an increase of the stiffness of the bumper 20 along the longitudinal axis 38. In certain embodiments, the cross-sectional thickness increase may be associated with the first portion 130, second portion 132, third portion 134 and fourth portions 136 described above. Thus, in certain embodiments, the cross-sectional thickness of the first portion 130 is greater than the cross-sectional thickness of the second portion 132, third portion 134 and fourth portion 136; or wherein the cross-sectional thickness of the first portion 130 is greater than the cross-sectional thickness third portion 134 and fourth portion 136; or wherein the cross-sectional thickness of the first portion 130 is greater than the fourth portion 136. Similarly, in certain embodiments, the cross-sectional thickness of the second portion 132 is greater than the cross-sectional thickness third portion 134 and fourth portion 136; or wherein the cross-sectional thickness of the second portion 132 is greater than the fourth portion 136. Still further, in certain embodiments, the cross-sectional thickness of the third portion 134 is greater than the fourth portion 136.

[0043] Alternatively, the bumper 20 may comprises at least two segments with each segment comprising a different material. In such an embodiment, a stiffness of the material of the segments would differ for providing and/or varying the stiffness of the bumper 20 along the longitudinal axis 38. However, it is to be appreciated that the bumper 20 may be formed from a single material. Still further, in certain embodiments, the cross-sectional thickness of the bumper may be increased in each segment and a different material may be used to increase the stiffness of the segments relative to each other.

[0044] Generally, the material of the bumper 20 is resilient, i.e., material that is able to spring back to shape after being compressed. For example, the material of the bumper 20 is typically selected from the group of rubber, microcellular polyurethane, and combinations thereof. Additionally, the material of the bumper 20 may be MH24 and MHKG.

[0045] In one embodiment, the bumper 20 comprises microcellular polyurethane, also referred to as microcellular urethane. Generally, microcellular polyurethane has a microcellular structure, i.e., the microcellular polyurethane presents cell walls defining cells, or void space. More specifically, when the bumper 20 is formed of microcellular polyurethane and the bumper 20 is subjected to compressive forces, the bumper 20 has cells 126 having cell walls 128, as best shown in Figure 3. The cell walls 128 collapse as air evacuates from the cells 126 and the bumper 20 is thereby deformed. When the compressive forces are removed from the bumper 20, the cell walls 128 return to the original shape and the bumper 20 thereby regains its form. Because the cell walls 128 collapse when subject to compressive forces, the bumper 20 experiences minimal bulge when compressed. As the bumper 20 is compressed, the bumper 20 absorbs energy. Because the cell walls 128 are collapsing as the load increases, the bumper 20 becomes less compressible. When the cell walls 128 are completely collapsed, the bumper 20 is no longer compressible. The use of microcellular polyurethane in compression application is beneficial because the microcellular polyurethane has a progressive load deflection curve. The progressive load deflection curve of microcellular polyurethane is similar to a traditional load deflection curve of a brake pedal 26 in non-electronic braking systems.

[0046] An example of a suitable microcellular polyurethane for this application is the type manufactured by BASF Corporation under the tradename Cellasto ^® . For example, Cellasto MH24 and Cellasto MHKG. The microcellular polyurethane is formed from a two-step process. In the first step of the process, an isocyanate prepolymer is formed by reacting a polyol and an isocyanate. The polyol is polyester, and alternatively is polyether. The isocyanate is monomeric methyldiphenyl diisocyanate, and alternatively is naphthalene diisocyanate. However, it should be appreciated that the isocyanate can be of any type without departing from the nature of the present invention. In the second step of the process, the isocyanate prepolymer reacts with water to generate carbon dioxide and the carbon dioxide forms the cells of the microcellular polyurethane.

[0047] For example, polyester polyols are produced from the reaction of a dicarboxylic acid and a glycol having at least one primary hydroxyl group. For example, dicarboxylic acids that are suitable for producing the polyester polyols are selected from the group of, but are not limited to, adipic acid, methyl adipic acid, succinic acid, suberic acid, sebacic acid, oxalic acid, glutaric acid, pimelic acid, azelaic acid, phthalic acid, terephthalic acid, isophthalic acid, and combinations thereof. For example, glycols that are suitable for producing the polyester polyols are selected from the group of, but are not limited to, ethylene glycol, butylene glycol, hexanediol, bis(hydroxymethylcyclohexane), 1 ,4-butanediol, diethylene glycol, 2,2- dimethyl propylene glycol, 1,3-propylene glycol, and combinations thereof. The polyester polyol has a hydroxyl number of from 30 to 130, a nominal functionality of from 1.9 to 2.3, and a nominal molecular weight of from 1000 to 3000. Specific examples of polyester polyols suitable for the subject invention include Pluracol ^® Series commercially available from BASF Corporation of Florham Park, NJ.

[0048] For example, polyether polyols are produced from the cyclic ether propylene oxide, and alternatively ethylene oxide or tetrahydrofuran. Propylene oxide is added to an initiator in the presence of a catalyst to produce the polyester polyol. Polyether polyols are selected from the group of, but are not limited to, polytetramethylene glycol, polyethylene glycol, polypropylene glycol, and combinations thereof. The polyether polyol has a hydroxyl number of from 30 to 130, a nominal functionality of from 1.8 to 2.3, and a nominal molecular weight of from 1000 to 5000. Specific examples of polyether polyols suitable for the subject invention include Pluracol ^® 858, Pluracol ^® 538, Pluracol ^® 220, Pluracol ^® TP Series, Pluracol ^® GP Series, and Pluracol ^® P Series commercially available from BASF Corporation of Florham Park, NJ. [0049] For example, diisocyanates are selected from the group of, but are not limited to, 4,4'-diphenylmethane diisocyanate, 2,4'-diphenylmethane diisocyanate, ethylene diisocyanate, ethylidene diisocyanate, propylene diisocyanate, butylene diisocyanate, cyclopentylene- 1 ,3 -diisocyanate, cyclohexylene- 1 ,4-diisocyanate, cyclohexylene- 1 ,2- diisocyanate, 2,4-toluylene diisocyanate, 2,6-toluylene diisocyanate, 2,2- diphenylpropane-4,4'-diisocyanate, p-phenylene diisocyanate, m-phenylene diisocyanate, xylylene diisocyanate, 1 ,4-naphthylene diisocyanate, 1,5-naphthylene diisocyanate, diphenyl-4,4'-diisocyanate, azobenzene-4,4'-diisocyanate, diphenylsulfone-4,4'-diisocyanate, dichlorohexamethylene diisocyanate, tetramethylene diisocyanate, pentamethylene diisocyanate, hexamethylene diisocyanate, l-chlorobenzene-2,4-diisocyanate, furfurylidene diisocyanate, and combinations thereof. Specific examples of diisocyanates suitable for the subject invention include Lupranate ^® 5143, Lupranate ^® MM103, and Lupranate ^® R2500U commercially available from BASF Corporation of Florham Park, NJ.

[0050] The monomeric methyldiphenyl diisocyanate is selected from the group of 4,4'-diphenylmethane diisocyanate, 2,4'-diphenylmethane diisocyanate, and combinations thereof. Specific examples of monomeric methyldiphenyl diisocyanates suitable for the subject invention include Lupranate ^® M and Lupranate ^® MS commercially available from BASF Corporation of Florham Park, NJ. The monomeric methyldiphenyl diisocyanate may also be modified with carbonimide. Specific examples of carbonimide-modified monomeric methyldiphenyl diisocyanate include Lupranate ^® 5143 and Lupranate ^® MM 103 commercially available from BASF Corporation of Florham Park, NJ.

[0051] With reference to Figures 2 and 5-8, the vehicle, and more specifically, the brake pedal assembly 25, and even more specifically, the brake pedal 26, may include a striker 42. The striker 42 may be coupled to the brake pedal 26 for contacting and compressing the bumper 20 as the brake pedal 26 moves from the initial position toward the braking position along the path 30. In such an embodiment, the striker 42 extends from the brake pedal 26 towards the bumper 20. It is to be appreciated that the striker 42 may be spaced from the bumper 20 when the brake pedal 26 is in the initial position, as shown in Figure 2. Alternatively, the striker 42 may be in contact with the bumper 20 when the brake pedal 26 is in the initial position. [0052] The vehicle, and more specifically, the brake pedal assembly 25, and even more specifically, the brake pedal 26 may include a tube 44. The tube 44 may be provided for housing at least a portion of the bumper 20. More specifically, when present, the tube 44 defines a hollow interior and is configured to be mounted within the passenger compartment 22 adjacent the brake pedal 26. The bumper 20 may be disposed within the hollow interior of the tube 44. When the bumper 20 is disposed within the tube 44, it is to be appreciated that the bumper 20 may be fully or partially disposed within the tube 44. For example, a portion of the bumper 20 may extend from the tube 44, as shown in Figure 2. In such an embodiment, the portion of the bumper 20 extending from the tube 44 may include the first end 32 or the second end 36 of the bumper 20. Similarly, the portion of the bumper 20 extending from the tube 20 may include the at least one rib 40 (if present) and any one or more of the fourth portion 136, third portion 134, second portion 132 and first portion 130.

[0053] As best shown in Figures 5-8, the tube 44 has an interior diameter Dl and the bumper 20 has an outer diameter D2 less than the interior diameter Dl of tube 44 for allowing the bumper 20 to be disposed within the hollow interior of the tube 44. The bumper 20 has an outer surface (at least partially defined as the first portion 130, the second portion 132, the third portion 134 and the fourth portion 136) which defines the perimeter of the bumper 20. The outer surface may be configured to contact the tube 44 for preventing radial expansion of the bumper 20 beyond the interior diameter Dl of said tube 44. Alternatively, the bumper 20 may be configured such that any one or more of the first portion 130, second portion 132, third portion 134 and fourth portion 136 may be configured to contact the tube 44 for preventing radial expansion of the bumper 20 beyond the interior diameter Dl of said tube 44. It is to be appreciated that the stiffness of the bumper 20 can be modified by limiting the radial expansion of the bumper 20 as it is compressed. Therefore, the interior diameter Dl of the tube 44 may vary along the longitudinal axis 38 for varying the stiffness of the bumper 20 along the longitudinal axis 38 as described above.

[0054] Typically, the tube 44 comprises a thermoplastic material. Typically, the thermoplastic material is selected from the group of thermoplastic elastomers and thermoset elastomers such as urethanes or rubbers. An example of suitable thermoplastic materials for the outer member 34 is Elastollan ^® available from BASF Corporation. However, it is to be appreciated that the tube 44 may comprise other suitable materials, such as aluminum and steel, such as hot or cold rolled steel.

[0055] The vehicle, and more specifically, the brake pedal assembly 25, and even more specifically, the brake pedal 26 may include a guide rod 46. The guide rod 46 may be provided for interconnecting the brake pedal 26 and the bumper 20. When present, the guide rod 46 extends between the brake pedal 26 and the bumper 20.

[0056] It is to be appreciated that the striker 42 could also be used with the guide rod 46. For example, the striker 42 could be coupled to the guide rod 46 for contacting and compressing the bumper 20 as the brake pedal 26 moves from the initial position toward the braking position along the path 30. In certain embodiments, such as shown in Figures 5 and 6, the striker 42 is positioned at the end of the guide rod 42. Alternatively, such as shown in Figures 7 and 8, the striker 42 is positioned between the ends of the guide rod 46.

[0057] The bumper 20 and at least one rib 40 (if present) may define a hole 48 extending axially through the at least one rib 40 (if present) and the bumper 20 along the longitudinal axis 38 for receiving the guide rod 46. As such, in one embodiment shown in Figures 7 and 8, the guide rod 46 extends into the hole 48 of the bumper 20 for maintaining alignment of the bumper 20 with the brake pedal 26. Alternatively, as shown in Figures 5 and 6, a portion of the striker 42 at the end of the guide rod 42 may partially extend within the hole 48 while a recessed portion contacts either the contact surface 34 of the bumper or contacts the at least one rib 40 adjacent the contact surface 34. Similarly, in embodiments including the at least one rib 40, the guide rod 46 extends into the hole 48 of the at least one rib 40 and bumper 20 for maintaining alignment of the bumper 20 with the brake pedal 26.

[0058] With reference to Figure 4, the bumper 20 may define a plurality of pockets 50 extending from the hole 48 through the exterior surface 138 of the bumper 20 for allowing air to escape the hole 48 as the guide rod 46 moves through the hole 48 towards the second end 36, such as shown in Figures 7 and 8. Likewise, the tube 44 may include a plurality of holes (not shown) for allowing air to escape the tube 44 as the bumper 20 is compressed.

[0059] The bumper 20 may include a reinforcing element contacting the perimeter of the bumper 20 for controlling radial expansion of the bumper 20. Said differently, the reinforcing element is designed to limit the radial expansion of the bumper 20 as the bumper 20 is compressed.

[0060] Obviously, many modifications and variations of the present invention are possible in light of the above teachings. The foregoing invention has been described in accordance with the relevant legal standards; thus, the description is exemplary rather than limiting in nature. Variations and modifications to the disclosed embodiment may become apparent to those skilled in the art and do come within the scope of the invention. Accordingly, the scope of legal protection afforded this invention may only be determined by studying the following claims.

[0061] While the invention has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.