JP5656892B2 - Pedestrian protection device for vehicles - Google Patents

Description

  The present invention relates to a vehicle pedestrian protection device that prevents a pedestrian who has collided with a vehicle and placed on the front hood from dropping from the front hood.

  When a traveling vehicle collides with a pedestrian, the pedestrian may have a secondary collision with the upper surface of the hood at the front of the vehicle body. For this reason, conventionally, when a pedestrian collides with a vehicle, the hood in front of the vehicle is flipped up to absorb an impact when the pedestrian collides with the hood (see Patent Document 1).

  Here, the impact received by the pedestrian that has collided with the vehicle includes a secondary collision to the hood, an impact received by falling from the hood onto the road surface, and the like.

  Therefore, a hood control device for absorbing such an impact has been developed (see Patent Document 2). When a vehicle collides with a pedestrian, this device forms a space that absorbs impact by jumping up the front end of the hood, and then impacts when the pedestrian jumps up on the rear side of the hood and rests on the hood. In addition, the front end of the hood is further lifted and the hood is inclined rearward to prevent the pedestrian from falling from the hood onto the road surface.

JP 2007-1539 A JP 2007-38955 A

  The conventional means for moving the hood is a device that is provided on the vehicle body and that uses a cylinder that expands and contracts using gas pressure or explosive explosives. It is limited to the direction or only the inclination by the cylinder jumping up only a part of the hood. For this reason, there is a case where it is impossible to prevent a pedestrian who has been placed on the hood from falling from the hood.

  This invention is made in view of such a problem, and provides the pedestrian protection apparatus for vehicles which can reduce a possibility that the pedestrian who got on the hood at the time of a collision with a vehicle will fall from a hood. With the goal.

In order to achieve the above object, a vehicle pedestrian protection apparatus according to the present invention includes a hood held inside a pair of fenders disposed on both sides in the vehicle width direction on the vehicle body front side of the vehicle, and a plurality of hoods that move the hood. The movement means, the pedestrian collision detection means for detecting whether the pedestrian collides with the vehicle or the pedestrian may collide, and the movement means is operated according to a detection signal from the pedestrian collision detection means. The hood movement control means controls the movement of the movement means when the pedestrian collision detection means detects that the pedestrian collides with the vehicle or the pedestrian may collide. The entire hood is controlled to move below the pair of fenders (Claim 1).

Further, the hood movement control means of the present invention, all of the previous SL hood, all the support mechanism of the hood and the vehicle body and disconnected by the moving means, and characterized by moving downward from the pair of fender (Claim 2).

  As described above, according to the present invention, there is provided a vehicle pedestrian protection device that can reduce the possibility that a pedestrian that has been placed on the hood falls from the hood when the vehicle collides with the vehicle. can do.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory side view of a front side of an automobile provided with a vehicle pedestrian protection device according to an embodiment of the present invention. The perspective view of the motor vehicle front side provided with the pedestrian protection apparatus for vehicles is shown. The perspective view of the motor vehicle front side state in which the hood was opened is shown. The structure figure of the moving apparatus which moves a hood is shown. The block diagram of the pedestrian protection apparatus for vehicles concerning one embodiment of this invention is shown. BRIEF DESCRIPTION OF THE DRAWINGS The operation | movement explanatory drawing of the pedestrian protection apparatus for vehicles concerning one embodiment of this invention is shown, The same figure (a) is explanatory drawing when the whole hood moves below, The same figure (b) is hood. It is explanatory drawing when the rear side moves below, and the figure (c) is an explanatory view when the front side of a hood moves below.

  A preferred embodiment of a pedestrian protection device for a vehicle according to the present invention will be described below with reference to FIGS. First, with reference to FIG. 1, FIG. 2, FIG. 3, the front side of the vehicle on which the vehicle pedestrian protection device is provided will be outlined. In the present embodiment, an automobile will be described as an example of a vehicle.

  As shown in FIGS. 1, 2, and 3, a pair of front fenders 4 that are disposed on both sides in the vehicle width direction and extend in the front-rear direction are disposed on the front side of the vehicle body 3 of the automobile 1. An engine room 5 is provided between the four. The upper part of the engine room 5 is covered with a hood 10. A front bumper 13 is disposed at the front end of the vehicle body 3, and the front bumper 13 includes a bumper face 14 and a bumper beam 15 (see FIG. 1) disposed on the inner side and extending in the vehicle width direction. Yes. The bumper beam 15 is fixed to a vehicle body frame (not shown), and the shape and strength are designed so that when an object to be collided (pedestrian) collides, the shape is rebounded by elasticity.

  The hood 10 is supported by the vehicle body 3 through a pair of hood hinges 11 (see FIG. 1) provided on both sides in the vehicle width direction at the rear end thereof so as to be opened and closed. The front end side of the hood hinge 11 is connected to the back surface of the hood 10, and the rear end side is rotatably connected to a pedestal 12 provided on the vehicle body 3. The front end portion of the hood 10 is locked to the vehicle body side by a hood lock device 17. The hood lock device 17 includes a lock striker 17a provided on the hood side, and a latch 17c that is rotatably provided on the vehicle body side and can lock and release the lock striker 17a.

  The pedestal 12 and the latch 17 c are connected to the vehicle body 3 via a break bolt 18. As will be described later, the breaking bolt 18 is formed to break when the first magnet 30 is pulled upward. Accordingly, the hood 10 is disconnected from the vehicle body 3, and the hood 10 can move downward regardless of the support mechanism. In FIG. 3, for convenience of explanation, the hood 10 shows a state in which the front side is opened upward with the rear end side as a fulcrum. However, during traveling, the hood 10 is in the engine room 5 as shown in FIG. 2. And is held by the hood hinge 11 and the hood lock device 17.

  Next, the overall configuration of the vehicle pedestrian protection device will be described with reference to FIGS. As shown in FIG. 1, the vehicle pedestrian protection device 20 includes a hood 10 held inside a pair of front fenders 4, a moving device 21 that holds the hood 10 movably, and a pedestrian in the automobile 1. A pedestrian collision detection device 40 that detects whether there is a possibility of a collision or a pedestrian collision and a pedestrian collision detection device 40 may cause a pedestrian to collide with the automobile 1 or a pedestrian to collide. When it is detected that there is, there is a controller 50 that moves the hood 10 relative to the vehicle body 3 by the moving device 21.

  As shown in FIG. 2, the hood 10 is formed in a substantially rectangular shape in plan view so as to cover the upper part of the engine room 5. FIG. 2 shows a state in which the hood 10 is moved to the inside (downward) of the vehicle body by the moving device 21.

  As shown in FIGS. 2 and 3, the moving device 21 includes a plurality of first magnets 30 disposed at predetermined intervals in the front-rear direction on both sides of the back surface of the hood 10 in the vehicle width direction, and the engine room 5. A plurality of second magnets 22 disposed at predetermined intervals in the front-rear direction on both sides in the vehicle width direction. The first magnet 30 and the second magnet 22 are arranged so as to face each other with the hood 10 covering the engine room 5. The first magnet 30 is a permanent magnet, and the second magnet 22 is an electromagnet.

  The structure of the first magnet 30 and the second magnet 22 will be described with reference to FIG. First, the second magnet 22 will be described. As shown in FIG. 4, the second magnet 22 includes cylindrical iron cores 23, 24, 25 formed so as to be continuous in three stages from the upper side to the lower side, and the iron cores 23, 24, 25. The iron cores 23, 24, and 25 are formed so that the holes 23a, 24a, and 25a in the iron core extend in the vertical direction. It is installed in the engine room 5. For convenience of explanation, the second magnet 22 disposed at the top of the three stages is referred to as a second magnet 22a, and the second magnet 22 disposed in the middle in the vertical direction is referred to as a second magnet 22b. The second magnet 22 disposed at the lowermost part is referred to as a second magnet 22c. The coils 26, 27, and 28 are electrically connected to a controller (see FIG. 1) so that power is supplied or power supply is interrupted. When electric power is supplied to the coils 26, 27, 28 of the second magnet 22, the lower ends of the corresponding iron cores 23, 24, 25 become N poles and the upper ends become S poles. Further, when the current direction of the supplied power is changed, the lower ends of the iron cores 23, 24, and 25 become the S poles, and the upper ends become the N poles.

  The first magnet 30 is a permanent magnet in which the iron core 30a extends in a bar shape, and is inserted in the holes 23a, 24a, and 25a of the second magnets 22a, 22b, and 22c so as to be insertable / removable. The lower part of the iron core 30a is excited to the N pole, and the middle part of the iron core 30a is excited to the S pole. The distance between the S pole and the N pole of the first magnet 30 is slightly larger than the vertical length of each of the second magnets 22a, 22b, and 22c. Therefore, electric power is supplied to the coil 28 disposed below the second magnet 22c in a state where the iron core 30a of the first magnet 30 is inserted into the holes 23a, 24a, and 25a of the second magnet 22. And a repulsive force is generated between the N pole of the second magnet 22c and the N pole of the first magnet 30, and a repulsive force is generated between the S pole of the second magnet 22c and the S pole of the first magnet 30. The magnet 30 is pulled up and moved into the second magnet 22b.

  When power is supplied to the coil 27 of the second magnet 22b while power is supplied to the second magnet 22c, the lower part of the iron core 24 of the second magnet 22b is excited to the N pole, and the upper part of the iron core 24 is Excited to the S pole. When the power supply to the second magnet 22c is interrupted in this state, the second magnet 22c enters a non-excited state, and the magnetic force (repulsive force) between the N pole of the second magnet 22b and the N pole of the first magnet 30 and the second The first magnet 30 is further pulled up by the magnetic force (repulsive force) between the south pole of the magnet 22b and the south pole of the first magnet 30, and moves into the second magnet 22a as indicated by a two-dot chain line.

  On the other hand, when power is supplied to the second magnet 22b so that a current in the opposite direction flows to the second magnet 22b with the first magnet 30 pulled up, the lower side of the second magnet 22b is S. Excited to the pole and the upper side is excited to the N pole. Therefore, the magnetic force (attraction force) between the S pole of the second magnet 22b and the S pole of the first magnet 30, the magnetic force (attraction force) between the S pole of the second magnet 22b and the S pole of the first magnet 30, and the hood 10 Due to the gravity, the first magnet 30 moves downward and moves into the second magnet 22b. Similarly, when power is supplied to the second magnet 22c so that a current in the opposite direction flows to the second magnet 22c with the second magnet 22b excited, the iron core 30a of the first magnet 30 moves downward. The first magnet 30 moves into the second magnet 22c.

  That is, when the power supply to the coils 27 and 28 of the second magnets 22b and 22c is controlled, the vertical position of the first magnet 30 can be adjusted. For this reason, by controlling the power supply to the second magnet 22, the first magnet 30 can be moved toward or away from the second magnet 22. Accordingly, as will be described later, the entire hood 10 can be moved downward by the movement of the first magnet 30.

  As shown in FIG. 1, the hood 10 normally covers the upper part of the engine room 5, but is arranged along the outer surface of the front fender 4 so that no step is formed between the upper parts of the pair of front fenders 4. It is arranged at a position (hereinafter referred to as “normal position Pt”). The hood 10 is disposed at the normal position Pt by the hood hinge 11 and the hood lock device 17 holding the hood 10.

  For convenience of explanation, as shown in FIG. 3, the second magnet 22 disposed in the front portion on the left side in the vehicle width direction of the engine room 5 is referred to as a second left front magnet 22Lf, and the vehicle width direction in the engine room 5 The second magnet 22 disposed in the middle portion on the left side in the front-rear direction is referred to as a second magnet left middle 22Ls, and the second magnet 22 disposed on the rear left side in the vehicle width direction of the engine room 5 is the second magnet left rear. Described as 22Lb. Also. The second magnet 22 disposed in the front portion on the right side in the vehicle width direction of the engine room 5 is referred to as a second magnet right front portion 22Rf, and the second magnet disposed in the middle in the front-rear direction on the right side in the vehicle width direction of the engine room 5. 22 is referred to as a second magnet right middle 22Rs, and the second magnet 22 disposed at the rear right side of the engine room 5 in the vehicle width direction is referred to as a second magnet right rear 22Rb.

  Next, a collision detection sensor and a collision prediction device will be described with reference to FIG. As shown in FIG. 1, the collision detection sensor 41 is attached to the front surface of the bumper beam 15 and outputs an electrical signal corresponding to the magnitude of the collision load. The collision prediction device 42 includes a camera 43 disposed in the center in the vehicle width direction on the rear surface side of the windshield 7 in the passenger compartment 6, and a pedestrian collides from an image captured in front of the vehicle captured by the camera 43. It is configured so as to predict and output whether or not there is a risk of the occurrence.

  Next, the controller 50 will be described with reference to FIGS. The controller 50 supplies power to the second magnet 22 or supplies power in accordance with detection signals from the collision detection sensor 41 and the collision prediction device 42, as shown in FIGS. Cut off. Specifically, when the controller 50 receives an electrical signal corresponding to the collision load from the collision detection sensor 41 or an electrical signal regarding the possibility of a pedestrian colliding from the collision prediction device 42, the electrical signal is transmitted to the pedestrian. If it is determined whether there is a collision load at the time of collision or whether there is a possibility that the pedestrian may collide, and if it is determined that the load is a collision load at the time of collision or that the pedestrian may collide, the second magnet ( The second magnet left front 22Lf, the second magnet left middle 22Ls, the second magnet left rear 22Lb, the second magnet right front 22Rf, the second magnet right middle 22Rs, the second magnet right rear 22Rb) The current flowing through the second magnet 22 is controlled so that the first magnet 30 actively moves downward (moves into the second magnet 22c) with respect to the second magnet 22.

  Therefore, at the time of collision, the breaking bolt 18 is broken by an impact load, and when there is a possibility of collision, the breaking bolt 18 is broken by the downward movement of the hood 10, and the hood 10 moves downward regardless of these support mechanisms. become able to. Accordingly, the hood 10 actively moves in the vehicle body inner direction (downward) from the normal position Pt. For this reason, the recessed part 53 is formed in the area | region enclosed by the upper surface of the food | hood 10, and the inner surface of a pair of front fender 4, and the level | step difference 4a arises inside the front fender 4 (refer FIG. 2, FIG. 6 (a)). For this reason, even if a pedestrian collides with the automobile 1 and rides on the hood 10, the movement of the pedestrian is restricted by the inner surface of the front fender 4 having the step 4a, and the fall to the road surface side is prevented.

  In the above-described embodiment, the case where the entire hood 10 moves downward when the moving device 21 is operated is shown. However, as shown in FIG. 6B, the entire rear side of the hood 10 moves downward. Then, a step 4 a may be formed on the rear side of the front fender 4. In this case, the 2nd magnet 22 is controlled so that the protrusion amount of the 1st magnet 30 which protrudes from a 2nd magnet becomes small as it progresses to the vehicles back side. Further, as shown in FIG. 6C, the entire front side of the hood 10 may move downward to form a step 4 a on the front side of the front fender 4. In this case, the 2nd magnet 22 is controlled so that the protrusion amount of the 1st magnet 30 which protrudes from a 2nd magnet becomes small as it progresses to the vehicle front side. Further, when the moving device 21 is operated, the entire hood 10 moves downward and the left side in the vehicle width direction of the hood 10 further moves downward, or only the left side in the vehicle width direction of the hood 10 moves downward. May be.

  In the above-described embodiment, the first magnet 30 composed of a permanent magnet is attached to the hood 10 side, and the second magnet 22 that is an electromagnet is provided on the engine room 5 side. The 1st magnet 30 comprised with a magnet may be provided in the engine room 5 side, and the 2nd magnet 22 which is an electromagnet may be provided in the hood 10 side. Moreover, although the case where the hood 10 is moved by the vehicle pedestrian protection device 20 has been described in the above-described embodiment, the object of movement may be a side door, a rear door, or a ceiling of the vehicle.

1 Automobile (vehicle)
3 Body 4 Front fender (fender)
DESCRIPTION OF SYMBOLS 10 Hood 20 Pedestrian protection apparatus 21 for vehicles 21 Movement apparatus (movement means)
40 Pedestrian collision detection device (pedestrian collision detection means)
50 controller (hood movement control means)

Claims (2)

A hood held inside a pair of fenders disposed on both sides in the vehicle width direction on the front side of the vehicle body;
A plurality of moving means for moving the hood;
Pedestrian collision detection means for detecting whether a pedestrian collides with the vehicle, or whether there is a possibility that the pedestrian collides,
A hood movement control means for controlling the operation of the movement means in response to a detection signal from the pedestrian collision detection means,
The hood movement control means controls the operation of the movement means when the pedestrian collision detection means detects that a pedestrian collides with the vehicle or a pedestrian may collide, and controls the entire hood. The vehicle pedestrian protection device, wherein the vehicle pedestrian protection device is actively moved downward from the pair of fenders . The hood movement control means, the entire pre-SL hood, all the support mechanism of the hood by the moving means and the vehicle body and the non-connected, to claim 1, characterized in that moving downward from the pair of fender The vehicle pedestrian protection device as described.

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