JP2001163138A - Occupant crash protection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an occupant crash protection device for an automobile capable of compacting a car body dimension and suitably reducing occupant deceleration at a collision in a simple structure. SOLUTION: An apparent inertial mass of a car body at the initial time of the collision is reduced by supporting a weight member more or less forwardly movably at the collision, deceleration higher than an average deceleration is generated in the entire car body including a seat, a negative car body deceleration (acceleration) is temporarily generated on a movable part, namely, the seat by applying the inertial mass of the weight member to the movable part movable back and forth in relation to the car body, and finally the car body is integrally reduced in speed at the average deceleration. Therefore, a car body deceleration waveform preferable for reducing the occupant deceleration can be realized, and large reduction of the occupant deceleration can be achieved even for a car body deformation amount (dynamic stroke) smaller than the prior art. This can be realized in a simple structure, so that the car body can be compacted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant protection system for improving the collision safety of an automobile.

[0002]

2. Description of the Related Art In recent years, in order to enhance the occupant protection effect in the event of a collision of an automobile, the deformation mode in the collision of a portion other than the living space of the vehicle body is appropriately set to reduce the deceleration of the living space portion of the vehicle body. At the same time, various vehicle body structures have been proposed in which the deformation does not reach the living space (Japanese Unexamined Patent Publication No. 7-10).
No. 1354).

On the other hand, a factor that affects the degree of occupant injury at the time of a collision is generally the maximum value of the acceleration (deceleration) of the occupant. Therefore, in order to reduce the injury at the time of a collision, first, the deceleration of the occupant (at the time of a forward collision) may be reduced. Further, the deceleration of the occupant is caused by a force applied from a restraint device such as a seat belt. However, because the seat belt functions as a spring, the occupant moves forward due to inertial force, and the occupant deceleration reaches a peak when the seat belt elongates to a maximum, and the peak value of the occupant deceleration is It is said that the greater the amount of movement of the occupant due to the inertial force, the higher the value, and generally higher than the average deceleration of the vehicle body.

If the relationship between the vehicle body deceleration and the occupant deceleration is regarded as an input / output to / from a system constituted by a spring (restraint device) and a mass (occupant mass), the maximum value of the spring extension and its It can be seen that the time is governed by the vehicle body deceleration waveform (time change). Therefore, in order to reduce the occupant deceleration at the time of collision, it is necessary not only to reduce the average deceleration of the vehicle body but also to adjust the waveform of the vehicle body deceleration so that the overshoot of the spring (seat belt) becomes as small as possible. is there.

In a conventional vehicle body structure, a crushable zone formed between a collision reaction force generating member (such as a side beam) and each component is disposed at a front portion of the vehicle body.
By deforming this part, the collision energy is absorbed, and the waveform of the vehicle body deceleration is adjusted by changing the reaction force characteristics by setting the dimensions of each part.

[0006]

The waveform of the vehicle body deceleration is an important factor in reducing the occupant injury. However, the waveform of the vehicle body deceleration that can suppress the occupant deceleration to meet such a purpose is small. Is, as shown by the solid line in FIG.
Initially, a waveform that generates a deceleration greater than the average deceleration for a certain period of time (short time), followed by a reverse deceleration for a certain time (short time), and then decelerates at the average deceleration Conceivable. In such a waveform of the vehicle deceleration,
It has been confirmed by a simulation performed by the inventors of the present application that the occupant deceleration becomes smaller than when the distance required for decelerating the vehicle body (dynamic stroke) is the same constant deceleration (rectangular wave). .

In the conventional vehicle body structure, the crushable zone always deforms from a low strength portion at the start of a collision, and then a high strength portion deforms. Therefore, the waveform was small and large in the second half, so it was not sufficient to reduce the deceleration of the occupant.
In order to solve this problem, conventionally, a method of obtaining a constant reaction force by utilizing the crushing of a side beam, or a method of maintaining a stable reaction force by providing a plurality of partitions on the side beam (Japanese Patent Laid-Open No. No. 7-101354) has been proposed.

However, in these methods, even if the deceleration of the vehicle body can be approached to a constant deceleration (rectangular wave), it is extremely difficult to obtain a more effective deceleration waveform as shown in FIG. It was difficult.

In addition, in an electric vehicle, a battery box mounted in the center of the vehicle body is movably supported to reduce the weight of the vehicle body that receives the load generated by the side beam in the early stage of a collision, thereby improving the deceleration waveform of the vehicle body. (Japanese Patent Laid-Open Nos. 5-238287 and 5-2462).
No. 52, JP-A-5-246253, etc.).

However, the above structure is limited to an electric vehicle having a battery box mounted in the center of the vehicle body, and the battery has a small mass with respect to the entire vehicle body, so that the effect of improving the deceleration waveform is limited. There's a problem.

In order to make the deceleration of the occupant smaller than that of the conventional one, it is required to generate a vehicle body deceleration waveform as shown in FIG.

The present invention has been devised based on such knowledge, and an object of the present invention is to realize a suitable reduction of an occupant deceleration at the time of a collision with a simple structure together with a reduction in the size of a vehicle body. It is an object of the present invention to provide an occupant protection device for an automobile.

[0013]

In order to achieve the above object, according to the present invention, the occupant is integrated with the occupant seat 8 and is movable relative to the vehicle body in the front-rear direction at the time of collision of the vehicle body. The movable part 2 and an occupant restraint means (seat belt 9) provided on the occupant seat 8 or the movable part 2 for restraining a seated occupant, and absorbs collision energy generated in the vehicle body at the time of collision with a certain deceleration. A first shock absorbing portion (side beam 3), a weight member (engine 11, battery 21) supported at a front portion of the vehicle body so as to be movable forward relative to the vehicle body, and a weight member When the (engine 11, battery 21) moves forward by a predetermined amount, a load transmitting device (the connecting rod 10, the pressing plate 12, the pressing plate) that transmits the forward load of the weight member (the engine 11, the battery 21) to the movable portion 2. 2) is provided between the vehicle body and the movable part 2 and is lower than the first shock absorbing part (side beam 3) when the forward load of the weight member (engine 11, battery 21) is transmitted to the movable part 2. A second shock absorbing portion 6 capable of absorbing collision energy at a deceleration, and the weight members (engine 11, battery 21) move forward by a predetermined amount relative to the vehicle body when the vehicle body collides, and are movable. After temporarily applying a high deceleration to the part 2 and the vehicle body, the load transmitting device (the connecting rod 10, the pressing plate 12, and the pressing plate 22) transmits the forward load of the weight member to the movable part 2 to the movable part 2. A forward acceleration was temporarily applied, and then the first shock absorber (side beam 3) and the second shock absorber 6 absorb the collision energy.

According to this, at the time of a collision, the deceleration greater than the average deceleration is generated for a fixed time (short time) by moving the weight member forward independently of the vehicle body, and thereafter the weight member is moved via the movable part. A forward deceleration (acceleration) in the opposite direction is generated for a certain period of time (short time) by applying a forward load to the vehicle body, and then the first and second decelerations gradually reach the average deceleration.
By absorbing the collision energy and decelerating by the shock absorbing portion, a waveform as shown in FIG. 12 is obtained, and a rapid increase in the occupant deceleration can be suppressed.

The weight member includes an engine, a transmission, various motors, a battery, various structures, and the like which are received in an engine room at a front portion of the vehicle body.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings. FIG. 1 is a perspective view showing a main part of a vehicle body structure of an automobile according to a first embodiment to which the present invention is applied. In the figure, a movable section 2 is provided on a main frame 1. As shown in FIG. 2, the main frame 1 is integrally fixed to a top surface of a side beam 3 extending from a front portion of the vehicle to a rear portion of the vehicle body on the left and right sides of the vehicle body as a first collision energy absorbing portion. And the floor 1a of the cabin 4
And a portion 1b that rises from the floor at the boundary between the vehicle compartment 4 and the hood compartment 5 and reaches the front edge of the windshield.

The movable portion 2 has a closed cross-sectional structure in which the distal end portion abuts against the portion 1b of the main frame 1, that is, a second collision energy absorbing portion 6 having a hollow, for example, rectangular cylindrical shape, and the second collision energy absorbing portion 6. And a sheet 8 mounted on the energy absorbing section 6. The seat 8 is integrally provided with a seat belt 9 constituting a restraining device. The shoulder-side anchor point 9a of the seat belt 9 is provided at the upper end of the seat back 8a. A support structure including a rail and a slider is provided between the seat 8 and the floor of the main frame 1 so that the seat 8 can move in the front-rear direction.

A connecting rod 10 penetrates both ends of the second collision energy absorbing portion 6, and a pressing plate 12 arranged at a rear end side of the second collision energy absorbing portion 6 with a predetermined gap L therebetween. And an engine 11 as a weight member supported by the main frame 1 in the engine room. The connecting rod 10 and the pressing plate 12 constitute a load transmitting device. Here, the engine 11 may be plastically deformed at the time of collision or the like so that the main frame 1
It is supported by a support structure appropriately designed to be relatively movable forward with respect to. Actually, the whole or a part of the support structure (engine mount) may be slidable with respect to the main frame 1.

At the front end of the second collision energy absorbing portion 6, a bent portion 6a where stress is apt to be concentrated is formed, and when a load in the front-rear direction exceeding a predetermined level is applied, deformation starts from the bent portion 6a, and the energy is released. It is designed to absorb.

The state of the thus constructed vehicle at the time of a collision will be described below with reference to FIGS.

FIG. 3 is a side view similar to FIG. 2 and shows a state at the beginning of a collision. For example, when the vehicle collides with the obstacle W, the front panel portion of the body outer panel is crushed, and the end of the side beam 3 that projects forward from the vehicle body immediately hits the obstacle W. The side beam 3 starts to collapse and generates a predetermined deceleration, but the engine 11 as a heavy member keeps moving forward due to its inertia. Accordingly, the mass of the entire vehicle at this time is apparently reduced by the amount of the engine, and a deceleration larger than the average deceleration occurs for a certain time (short time).
As a result, the seat belt load of the seat 8 rises earlier than before, and the deceleration of the occupant also occurs earlier.

In the first half of the middle period of the collision shown in FIG.
Press plate 12 connected to connecting rod 10 to engine 11
Abuts against the rear end of the second collision energy absorbing section 6, and the load generated by the second collision energy absorbing section 6 is applied to the movable section 2 via the pressing plate 12. Reverse deceleration, that is, forward acceleration occurs. At the same time, the mass of the movable portion 2 apparently increases by the inertial mass of the engine 11 relative to the movable portion 2, and the second collision energy absorbing portion 6 also starts to deform from the bent portion 6a and moves relative to the vehicle body. 2 also moves relatively forward, so that the positive deceleration of the movable part 2 in the late stage of the collision is suppressed lower than the positive deceleration in the early stage of the collision.

The state of occurrence of the deceleration in the collision traveling direction is a negative side deceleration shown in FIG. 12, and the deceleration in the opposite direction instantaneously stabilizes the occupant's deceleration. Note that the vehicle body deceleration in FIG. 12 targets the shoulder-side anchor point 9a as described above.

Here, at the time when the generation of the deceleration on the minus side of the seat 8 ends, the characteristics of the seat belt 9 and the pressing plate 12 are adjusted so that the occupant's speed and deceleration match the speed and deceleration of the seat 8. It is desirable to appropriately design the gap L between the second collision energy absorbing section 6 and the second collision energy absorbing section 6.

In the second half of the middle period of the collision shown in FIG.
Due to the contact of the pressing plate 12 with the rear end of the second collision energy absorbing portion 6, as the second collision energy absorbing portion 6 is crushed, the deceleration of the movable portion 2 is turned to the plus side again,
The forward movement of the engine 11 with respect to the main frame 1 continues.

Here, the second collision energy absorbing section 6 absorbs the collision energy at a slightly lower deceleration than the side beam 3, and at the stage where the forward movement of the engine 11 with respect to the main frame 1 is stopped. If the speed and deceleration of the occupant coincide with the speed and deceleration of the engine 11 and the seat 8, the occupant does not move relative to the seat 8, and continues to decelerate. That is, the ride down effect can be used to the maximum.

In the late stage of the collision shown in FIG. 6, while the movable part 2 continues to move forward relative to the main frame 1, the crushing of the side beam 3 and the second collision energy absorbing part 6 progresses, and the occupant Is in a ride-down state with respect to the movable part 2, and the vehicle body deceleration and the occupant deceleration become substantially equal until the collision ends (see FIG. 12).

In this way, the vehicle body is deformed at the time of the collision, and a suitable change in the deceleration of the vehicle body and the occupant can be generated as shown in the graph of FIG. Further, even if the speed difference between the movable part 2 and the main frame 1 cannot be sufficiently secured, and the portion where the vehicle body deceleration in FIG. State can be realized.

FIG. 7 is a side sectional view similar to FIG. 2 showing a main part of a vehicle body structure of an automobile according to a second embodiment to which the present invention is applied. Are denoted by the same reference numerals, and a detailed description thereof will be omitted.

In this configuration, a battery 21 as a weight member is disposed below the floor portion 1a of the vehicle compartment 4, and is supported so as to be movable forward in the event of a collision with the floor portion 1a. The structure is such that, for example, a pin protruding from the floor
It may be one that is inserted into the longitudinal hole formed in the first flange to prevent it from falling off. Further, the connecting rod does not penetrate through the second collision energy absorbing unit 6, but instead has a predetermined gap L at the rear end of the battery 21 with the rear end of the second collision energy absorbing unit 6. Is provided with a pressing plate 22 serving as a load transmitting device.

A latch member 24 is rotatably supported on the floor portion 1a, and is normally engaged with a pin 21a of the battery 21 by being biased by a spring, thereby preventing the battery 21 from moving forward. The latch member 24 has a pendulum structure in which a weight is provided on an opposite side of the latch claw with respect to the support point, and when an impact occurs at the time of collision, the inertia force of the latch member 24 causes the latch member to resist the urging force. The member 24 pivots and comes off the pin 21a of the battery 21 so that the battery 21 can freely move forward. Other configurations are the same as those of the first embodiment.

The state of the thus constructed vehicle at the time of a collision will be described below with reference to FIGS.

FIG. 8 is a side view similar to FIG. 7, and shows a state at the beginning of a collision. For example, when the vehicle collides with the obstacle W, the front panel portion of the body outer panel is crushed, and the end of the side beam 3 that projects forward from the vehicle body immediately hits the obstacle W. The side beam 3 starts to collapse and generates a predetermined deceleration. The impact causes the latch member 24 to move the battery 21
And the battery 21 starts to move forward relative to the vehicle body. Accordingly, the mass of the entire vehicle at this time is apparently reduced by the amount of the battery 21 and a deceleration larger than the average deceleration occurs for a certain time (short time). As a result, the seat belt load of the seat 8 rises earlier than before, and the deceleration of the occupant also occurs earlier.

In the first half of the middle period of the collision shown in FIG.
The pressing plate 22 provided on the battery 21 abuts on the rear end of the second collision energy absorbing unit 6, and the load generated by the second collision energy absorbing unit 6 is applied to the movable unit 2 via the pressing plate 12. Therefore, deceleration in the opposite direction to the vehicle body,
That is, a forward acceleration is generated. At the same time, the mass of the movable part 2 apparently increases by the inertial mass of the battery 21 relative to the movable part 2, and the second collision energy absorbing part 6
The movable part 2 is also deformed from the bent part 6a and relatively moves forward with respect to the vehicle body, whereby the positive side deceleration of the movable part 2 in the late stage of the collision is lower than the positive side deceleration in the early stage of the collision. Can be suppressed.

In the latter half of the middle stage of the collision shown in FIG. 10, the deceleration of the movable part 2 is turned to the positive side again as the second collision energy absorbing part 6 is crushed, and the battery 21 is moved forward with respect to the main frame 1. Movement continues.

In the late stage of the collision shown in FIG. 11, while the movable portion 2 continues to move forward relative to the main frame 1, the side beam 3 and the second collision energy absorbing portion 6
The occupant enters a ride-down state with respect to the movable part 2, and the vehicle body deceleration and the occupant deceleration become substantially equal until the collision ends (see FIG. 12).

[0037]

As described above, according to the present invention, by supporting the weight member so as to be movable to a certain extent forward in the event of a collision, the apparent inertial mass of the vehicle body can be reduced in the early stage of the collision to include the seat. A deceleration larger than the average deceleration is generated in the entire vehicle body, and then the inertia mass of the weight member is added to the movable part movable in the front-rear direction with respect to the vehicle body, so that the movable part, that is, the seat is temporarily negative. Since the vehicle body deceleration (acceleration) is generated, and finally the entire vehicle body is integrally and decelerated at the average deceleration, it is possible to realize a vehicle body deceleration waveform suitable for reducing the occupant deceleration. In addition, it is possible to significantly reduce the occupant deceleration even with a smaller vehicle body deformation amount (dynamic stroke) than before. Further, since the vehicle body can be realized with a simple structure, the vehicle body can be made compact.

Furthermore, the amount of movement of the occupant in the vehicle (displacement with respect to the vehicle body) can be suppressed to be smaller than when the occupant deceleration is reduced by using, for example, a load limiter for the restraint device.
There is also an effect that the possibility of a secondary collision can be reduced.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a main part of a vehicle body structure of an automobile according to a first embodiment to which the present invention is applied.

FIG. 2 is a side view showing a main part of the vehicle body structure.

FIG. 3 is a view corresponding to FIG. 2, showing a state at the beginning of a collision.

FIG. 4 is a view corresponding to FIG. 2, showing a state in the first half of the middle stage of the collision.

FIG. 5 is a view corresponding to FIG. 2, showing a state in the latter half of the middle stage of the collision.

FIG. 6 is a view corresponding to FIG. 2 and showing a state in a late stage of the collision.

FIG. 7 is a side view showing a main part of a vehicle body structure of an automobile according to a second embodiment to which the present invention is applied.

FIG. 8 is a view corresponding to FIG. 8, showing a state at the beginning of a collision.

FIG. 9 is a view corresponding to FIG. 8, showing a state in the first half of the middle stage of the collision.

FIG. 10 is a view corresponding to FIG. 8, showing a state in the latter half of the middle stage of the collision.

FIG. 11 is a view corresponding to FIG. 8 and showing a state in a late stage of the collision.

FIG. 12 is a diagram showing desirable waveforms of vehicle body deceleration and occupant deceleration.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Main frame 2 Movable part 3 Side beam (1st shock absorption part) 6 2nd shock absorption part 8 Seat 9 Seat belt 10 Connecting rod 11 Engine 12 Press plate 21 Battery 22 Press plate

Claims (2)

[Claims] A movable portion which is integral with an occupant seat and is movable in the front-rear direction with respect to the vehicle body at the time of a collision of the vehicle body; and the occupant seat or the movable portion for restraining a seated occupant. An occupant restraining means provided, a first shock absorbing portion capable of absorbing collision energy generated in the vehicle body at the time of a vehicle collision with a certain deceleration, and the vehicle body moving forward relative to the vehicle body. A weight member supported by a load transmitting device that transmits a forward load of the weight member to the movable portion when the weight member moves forward by a predetermined amount; a load transmission device provided between the vehicle body and the movable portion; And a second shock absorbing portion capable of absorbing collision energy with a lower deceleration than the first shock absorbing portion when a forward load of the weight member is transmitted to the movable portion. Is the body After moving forward by a predetermined amount relatively to give a temporarily high deceleration to the movable portion and the vehicle body, the load transmitting device transmits the forward load of the weight member to the movable portion. An occupant protection system for an automobile, wherein a forward acceleration is temporarily applied to the movable portion and the vehicle body, and then the first and second shock absorbing portions absorb collision energy. 2. The occupant protection device according to claim 1, wherein the weight member comprises one or more devices selected from devices received in an engine room at the front of the vehicle body. .