It ekes out its existence in dark corners and receives - except in cases of defects - hardly any attention. The modernisation has indeed left its marks on it, though. It has become considerably lighter in spite of the immense forces which are sometimes put on. Just imagine a particularly trained person in the situation of an emergency brake. Also and particularly in that case the brake pedal must not break off. Also the ergonomics is important. The foot lever unit must be designed both for wide and narrow shoes. The accelerator pedal and brake pedal should be arranged possibly on the same height. The clutch pedal should be smooth, featuring a spring (most often a compression spring) that is arranged such that it works in the first part of the distance against and in the second part with the pedal force. The clutch is easier to put down fully.
But this is not yet it. Testers in research have found out that it is possible to get your feet caught between the pedals in case of an accident. Therefore, there are already pedals which shoot up forward or upward in case of a strong frontal crash and prevent the foot from getting caught. Perhaps even by the ignition of small airbags.
Most pedals today are mounted on top. They have their centre of rotation on top. To save weight they recently consist more often of plastic or aluminium. The latter are often polished and show especially attractive drillings. Slowly, the pedals start to lose their direct mechanical contact to the engine compartment. The accelerator pedal has passed this process, the brake pedal still has to go through. Twice construed rotary potentiometers with opposing force generating springs are sufficient here.The clutch pedal transmits its force also more and more seldom mechanically, rather hydraulically (see figure).