JP2001191879A - Side face member deformation restraining device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To positively and effectively restrain the inward deformation of a side face member such as a door into a vehicle compared with a conventional structure. SOLUTION: A side impact of the vehicle is predicted by pre-crash sensors 156L, 156R and an electronic control unit 58, and when the side impact of the vehicle is predicted, a deformation restraining means is switched into a working state. The deformation restraining means has a pin 26 extending in the cross direction of the vehicle, a latch device 28 provided at a locker 12 which is a part of a vehicle body, to drive the pin 26 in the cross direction of the vehicle, and a recessed part 24 provided at the door 10 to receive the tip of the pin. In the non-working state, the pin is accommodated in the locker, and in the working state, the tip of the pin is fitted into the recessed part to restrain the relative displacement of a door peripheral part to the vehicle body caused by the inward deformation of the door into the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle such as an automobile, and more particularly, to a side member deformation suppressing device for suppressing deformation of a side member such as a door of a vehicle into a vehicle.

[0002]

2. Description of the Related Art As one of devices for suppressing deformation of side members of a vehicle such as an automobile, for example, Japanese Patent Application Laid-Open No. 2-104879
As described in Japanese Patent Application Laid-Open Publication No. H10-260, the door lock lever is driven by the outer panel of the door being deformed inwardly of the vehicle by the side collision, whereby the door locking device is operated and the door is locked. Door lock devices are conventionally known.

According to such a door lock device, when the outer panel of the door is deformed inward due to a side collision of the vehicle, the door lock device is automatically operated and locked, so that the door lock device is mounted inside the vehicle. By the door lock device, the portion near the door lock device is relatively displaced with respect to the vehicle body due to the deformation toward the vehicle body, whereby the inward deformation of the door can be suppressed.

[0004] As one of devices for suppressing deformation of side members of vehicles such as automobiles, for example, Japanese Patent Application Laid-Open No. 7-26703 is disclosed.
As described in Japanese Patent Application Publication No. 7-107, an energy transmission member extending substantially in the vehicle lateral direction is provided above a seat back of a seat adjacent to each other in the left-right direction, and the vehicle is bumped on one side. 2. Description of the Related Art Conventionally, a vehicle safety seat has been known in which energy generated at the time of transmission is transmitted to the other side member via an energy transmission member of two adjacent seats.

According to such a vehicle safety seat, when one side member is displaced inwardly of the vehicle due to side collision of the vehicle, the energy and displacement are transmitted to the other side member by the energy transmission members of the two seats. Since the transmission is performed, the inward deformation of the door or the like due to the side collision can be suppressed as compared with the case where the energy transmission member is not provided in each seat.

[0006]

However, in the conventional side member deformation suppressing device as described above, the side member is operated by receiving a side collision and deforming the side member such as a door into the vehicle. Therefore, the side member deformation suppression device does not function unless the side member is deformed inwardly of the vehicle due to the side collision, so that the side member is not necessarily reliably deformed inwardly of the vehicle. There is a problem that it cannot be suppressed effectively.

Particularly, in the above-described door lock device, the door lock device does not operate unless the door lock lever is driven by the outer panel of the door being deformed inwardly by the side collision, so that the door is modified in a different manner. The door lock device does not operate, and the door is automatically locked when the vehicle receives a side collision.For example, if the door lock device is destroyed due to a side collision and cannot be unlocked, occupants or outside the vehicle after the side collision There is a problem that even if a person tries to open the door, the door cannot be opened.

In the above-mentioned vehicle safety seat,
Since the energy when the vehicle is collided on one side is transmitted to the other side member via the energy transmission member of the two adjacent seats, the position of the adjacent seat in the front-rear direction and the seat back If the reclining angle is different, the energy of the side collision is not transmitted well between the two energy transmission members, and therefore, the deformation of the door or the like into the vehicle due to the side collision is not necessarily performed. There is a problem that it cannot be reliably and satisfactorily suppressed.

The present invention has been made in view of the above-described problems in a conventional side member deformation suppressing device configured to operate by deforming a side member into a vehicle due to a side collision. The main object of the present invention is to configure the side member deformation suppressing device to operate in a preset mode when there is a risk of side collision of the vehicle, so that the side member is deformed inward of the vehicle. Is more reliably and effectively suppressed than in the past.

A first detailed problem of the present invention is that, in addition to the above-mentioned main problems, when the side member is a door, the operation of the side member deformation suppressing device is hardly affected by the deformation of the door. It is another object of the present invention to enable the door to be easily opened after the side collision as compared with the above-described door lock device.

A second detailed problem of the present invention is that, in addition to the above-mentioned main problems, a side member formed by a side collision irrespective of the longitudinal position of adjacent sheets, the reclining angle of a seat back, and the like. The purpose of the present invention is to more reliably and effectively suppress the inward deformation of the vehicle than in the case of the above-described safety seat.

[0012]

SUMMARY OF THE INVENTION According to the present invention, there is provided a motor vehicle having a structure according to claim 1, that is, a non-operating member which does not substantially suppress the deformation of the side members of the vehicle into the vehicle in a normal state. A state restraint means for suppressing deformation of the side members of the vehicle into the vehicle in the operating state, a means for predicting a side collision of the vehicle, and a method for suppressing the deformation when a side collision of the vehicle is predicted. Control means for switching the means to the operating state.

According to the first aspect of the invention, when the side collision of the vehicle is predicted, the control means switches the deformation suppressing means from the non-operating state to the operating state. Since the inward deformation of the vehicle is suppressed, the inward deformation of the side member is more reliably and effectively performed than in the conventional case in which the side member deformation suppressing device is operated when a side collision occurs. Is suppressed.

According to the present invention, in order to achieve the above first detailed object, in the structure of the first aspect, the deformation suppressing means is provided on one of the vehicle body and the door. A pin extending in the lateral direction of the vehicle and movable in the extending direction, and a concave portion provided on the other of the vehicle body and the door and capable of receiving a tip of the pin. The distal end of the pin fits into the concave portion to restrain relative displacement of the door peripheral portion with respect to the vehicle body due to the inward deformation of the door (the configuration of claim 2).

According to the second aspect of the present invention, the deformation suppressing means is provided on one of the vehicle body and the door, and extends substantially in the lateral direction of the vehicle and is movable in the extending direction. And a recess capable of receiving the tip of the pin, the tip of the pin being fitted into the recess in the operating state, whereby the relative displacement of the door peripheral portion with respect to the vehicle body due to the inward deformation of the door with respect to the vehicle. Is restrained, the cooperation of the pin and the concave portion suppresses the deformation of the door into the vehicle, and the pin extends in the vehicle lateral direction and is movable in the extending direction. As a result, the door can be easily opened even after the side collision of the vehicle and the door is deformed, as compared with the conventional case where the door lock device is automatically operated and locked.

According to the present invention, in order to achieve the above-mentioned second detailed object, in the structure of the above-mentioned claim 1, the deformation suppressing means is provided in the vehicle compartment in the non-operating state. A non-operating position extending in the vehicle lateral direction in proximity to the member defining the indoor space; and an operating position extending in the vehicle lateral direction substantially between the left and right side members in the operating state. And a driving means for moving the deformation suppressing bar from the non-operating position to the operating position.

According to the configuration of claim 3, when the side collision of the vehicle is predicted, the deformation suppressing bar is moved from the inoperative position to the operating position by the driving means, whereby the deformation suppressing bar is substantially moved to the left and right side surfaces. Since the vehicle extends in the vehicle lateral direction between the members, the deformation of the side member on the side that has received the side collision in the vehicle is reliably and effectively suppressed by the deformation suppressing bar.

According to the present invention, in order to effectively achieve the above second detailed object, in the structure of the third aspect, the deformation suppressing bar is substantially in the inoperative position. It is located below the instrument panel and moves to the operating position by moving substantially to the rear of the vehicle (the configuration of claim 4).

According to the fourth aspect of the present invention, the deformation suppressing bar is located substantially below the instrument panel in the non-operation position, and moves to the operation position by moving substantially backward of the vehicle. Therefore, when a side collision of the vehicle is predicted, the deformation suppressing bar extends in the lateral direction of the vehicle between the left and right front doors, and therefore, the front door may be deformed and moved inward by the side collision. The deformation suppressing bar is surely and effectively suppressed.

According to the present invention, in order to effectively achieve the second detailed object, in the structure of the third aspect, the deformation suppressing bar is substantially in the non-operation position. It is located between the right and left rockers, and is configured to move to the operating position by moving upward along the left and right center pillars (the configuration of claim 5).

According to the fifth aspect of the present invention, the deformation suppressing bar is substantially located between the left and right rockers in the non-operating position, and is moved upward along the left and right center pillars so as to be in the operating position. Therefore, when a side collision of the vehicle is predicted, the deformation suppressing bar extends in the lateral direction of the vehicle between the left and right center pillars or a portion near the center pillar. Deformation and inward movement of the vehicle are reliably and effectively suppressed by the deformation suppression bar.

[0022]

According to a preferred aspect of the present invention, in the configuration of the second aspect, the deformation suppressing means extends substantially in the lateral direction of the vehicle and moves in the extending direction. A possible pin, a housing for supporting the pin so that it can reciprocate between an operating position that fits in the recess and a non-operating position that does not fit in the recess, and biasing means for biasing the pin from the non-operating position toward the operating position And a latch device having a restraining means for restraining the pin at the non-operating position, wherein the pin is moved from the non-operating position to the operating position by releasing the restraining of the restraining means (preferred embodiment 1). .

According to another preferred aspect of the present invention, in the configuration of the third aspect, the driving means is arranged such that the higher the side collision tightness predicted by the means for predicting the side collision of the vehicle, the faster the driving means. It is configured to move the deformation suppressing bar from the non-operation position to the operation position (preferred mode 2).

According to another preferred aspect of the present invention, in the configuration of the third aspect, the deformation suppressing means includes a deformation suppressing bar, a pair of support members supporting both ends of the deformation suppressing bar, And a driving means for moving the deformation suppressing bar from the non-operation position to the operation position by driving the supporting member (preferred mode 3).

According to another preferred embodiment of the present invention, in the configuration of the above-mentioned preferred embodiment 3, the pair of support members are provided with an elastic member that allows relative displacement of the deformation-suppressing bar with respect to the support member. It is configured to support both ends of the bar (preferred embodiment 4).

According to another preferred embodiment of the present invention, in the configuration of the fourth aspect, the driving means supports both ends of the deformation suppressing bar and extends substantially in the longitudinal direction of the vehicle. A pair of housings for supporting a corresponding rod for reciprocating movement between a rod, a retracted position for positioning the deformation suppressing bar at the inoperative position, and a protruding position for positioning the deformation suppressing bar at the operating position, and a corresponding support; It has a pair of urging means for urging the rod toward the protruding position from the retracted position, and a pair of restricting means for restricting the corresponding support rod to the retracted position. The pair of support rods are configured to move from the retracted position to the protruding position (preferred mode 5).

According to another preferred aspect of the present invention, in the configuration of the fifth aspect, the driving means meshes with a pair of racks arranged along the left and right center pillars and the corresponding racks. A pair of pinions, and a pair of electric motors that rotationally drive the corresponding pinions, the deformation suppression bar carries the pinions and the electric motors at both ends thereof via corresponding support members, and each pinion is racked by its rotation. The deformation suppressing bar is configured to move upward along the left and right center pillars by moving upward along (preferable embodiment 6).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the means for predicting a side collision of the vehicle wirelessly detects a distance to an object on the side of the vehicle. Means for calculating the rate of change of the distance, means for calculating the degree of side collision based on the distance and the rate of change of the distance, and means for determining the risk of side collision based on the degree of tightness. (Preferred Embodiment 7).

[0029]

BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to the accompanying drawings, in which several preferred embodiments are shown.

FIG. 1 is a schematic structural view showing a first embodiment of a side member deformation suppressing device according to the present invention.

In FIG. 1, reference numeral 10 denotes a cross-section of a door as a side member of the vehicle, and 12 denotes a lower edge portion of the door extending in the front-rear direction of the vehicle when the door 10 is closed. The rocker is shown as part of the receiving car body. Door 10
Is composed of an inner door panel 14 and an outer door panel 16 fixed to each other by welding. Similarly, the rocker 12 also includes an inner member 18 and an outer member 20 fixed to each other by welding.

The inner door panel 14 has a recess 22 at its lower edge for partially receiving the rocker 12, and a pin receiving recess 24 at a vertically extending portion of the recess 22. I have. A pin 26 is provided in the locker 12.
A latch device 28 including
The pin 26 is driven in the lateral direction of the vehicle between an inoperative position where the tip substantially matches the outer surface of the outer member 20 and an active position where the tip fits into the recess 24, as will be described in detail later.

As shown in detail in FIG. 2, the latch device 28 includes a housing 30 for supporting the pin 26 so as to reciprocate in a direction in which the pin 26 extends, that is, in a lateral direction of the vehicle. Alternatively, it is fixed to the outer member 20 by fixing means such as welding. Pin 26 is small diameter part 2
6A and a large-diameter portion 26B located at the inner end, and correspondingly, the housing 30 has a pin-receiving hole 32 formed of a small-diameter portion 32A and a large-diameter portion 32B located on the inboard side of the vehicle. have.

The large diameter portion 32B of the pin receiving hole 32 is longer than the large diameter portion 26B of the pin 26, and is closed by an end cap 34 fixed to the inner end of the housing 30. A compression coil spring 36 is elastically mounted between the large diameter portion 26B of the pin 26 and the end cap 34, whereby the pin 26 is urged toward the recess 24 toward the outboard side of the vehicle.

The small diameter portion 26A of the pin 26 is provided with two annular grooves 38 and 40 spaced apart from each other in the longitudinal direction. The distance between the centers of the two annular grooves 38 and 40 is determined by the step 32C of the pin receiving hole 32 and the large diameter of the pin 26 facing the step when the pin 26 is in the inoperative position shown in FIG. 2B, so that when the pin 26 is in the operating position shown in FIG. 2B, the wall of the large-diameter portion 26B
It comes into contact with C.

A pin 26 is provided on the housing 30 as shown in FIG.
The two stopper receiving holes 42 are provided at positions corresponding to the annular grooves 38 when in the inoperative position shown in FIG. 3, and the stopper receiving holes 42 are radially opposed to each other and perpendicular to the pin receiving holes 32. Extending. A substantially cylindrical stopper 44 is disposed in each stopper receiving hole 42 so as to be able to reciprocate in the radial direction.
Is driven in the radial direction by a driving device 46.

The driving device 46 includes a casing 48 having a hollow hole aligned with the stopper receiving hole 42 and fixed to the housing 30, a compression coil spring 50 elastically mounted between the end wall of the casing 48 and the stopper 44, and , Casing 4
8 and an electromagnetic coil 52 provided around.
The compression coil spring 50 urges the stopper 44 toward the pin 26. The stopper 44 functions as a restraining means for restraining the pin 26 at the non-operation position or the operation position. The stopper 44 is moved in a direction away from the pin 26 against the spring force of the spring 50.

Normally, when the stopper 44 is fitted into the annular groove 38, the pin 26 is maintained at the inoperative position shown in FIG. On the other hand, when there is a possibility that the vehicle will collide with the vehicle, the electromagnetic coil 52 is excited, the stopper 44 is pulled out from the annular groove 38, and the pin 26 is moved leftward in FIG. 2 by the spring force of the compression coil spring 36. By being driven, it is moved to the operating position shown in FIG.
4 is retained in its operating position by fitting into annular groove 40.

The end cap 34 has a columnar projection 34A extending along the direction in which the pin 26 extends, and an electromagnetic coil 54 is provided around the projection. The electromagnetic coil 54 is excited when the pins 26 are in the operating position shown in FIG. 2B and the stoppers 44 are moved radially outward by the driving device 46 and come out of the annular groove 38. As a result, the pin 26 is moved to the right as viewed in FIG. 2 against the spring force of the compression coil spring 36 to return to the inoperative position, thereby resetting the latch device 28.

The electromagnetic coils 52 and 54 are connected to the electronic control unit 5
The electronic control unit 58 determines the possibility of a side collision based on the detection results of the pre-crash sensors 56L and 56R as described later, and activates the alarm device 60 to notify the occupant when there is a possibility of a side collision. An alarm is issued to warn of the possibility of a side collision, and the latch device 28 is brought into an operative state by exciting the electromagnetic coil 52 to move the pin 26 from the non-operation position to the operation position.

The electronic control unit 58 operates when the reset switch 62 is operated by the driver in a case where the latch device 28 is brought into the operating state, but the vehicle is not actually side impacted. The electromagnetic coils 52 and 54 are energized as previously described, thereby resetting the latch 28 by returning the pin 26 from the active position to the inactive position.

The electronic control unit 58 includes a CPU, ROM, R
An AM, an input / output port device and the like may be included, and may be constituted by a microcomputer and a drive circuit of a well-known configuration connected to each other by a bidirectional common bus. The pre-crash sensors 56L and 56R are respectively provided on the left and right side surfaces of the vehicle, and detect distances Dl and Dr to an object on the side of the vehicle by ultrasonic waves or radio waves.

Next, a control routine of the side member deformation suppressing device according to the first embodiment will be described with reference to a flowchart shown in FIG. The control according to the flowchart shown in FIG. 3 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined intervals.

First, in step 10, signals indicating the distances Dl and Dr detected by the pre-crash sensors 56L and 56R are read, and in step 20, the distance Dlf detected last time and the current time Dlf are detected. The deviation ΔDl from the distance Dl is calculated, and in step 30, the degree of tightness Rl of the side collision from the left is calculated based on the distance Dl and the deviation ΔDl. In this case, the tightness Rl is calculated as a function of, for example, the distance Dl and the deviation ΔDl so that the smaller the distance Dl is, the larger the deviation ΔDl is.

In step 40, for example, the tightness Rl
Is determined based on whether or not exceeds a reference value Ro (positive constant), it is determined whether or not the vehicle may be subjected to a side collision from the left. Proceed to step 70, and if a positive determination is made, proceed to step 50.

In step 50, a control signal is output to the alarm device 60 to warn the occupant of the vehicle that there is a risk of side collision from the left. By applying a predetermined short-time drive current to the electromagnetic coil 52 of the door side member deformation suppressing device,
The pins 26 of the side member deformation restraining devices are moved from their inactive position to the operative position, thereby bringing the side member deformation restraining devices into operation.

In step 70, the same process as in steps 20 to 60 described above is performed on the side member deformation suppressing device for the right door, and if there is a risk that the vehicle will be subjected to a side collision from the right, By outputting a control signal to the alarm device 60, a warning is issued to the occupant of the vehicle that there is a risk of side collision from the right side, and the side member deformation suppression device for the right door is brought into operation.

In the first embodiment configured as described above, when there is a risk that the vehicle will collide from the left side,
An affirmative determination is made in step 40, and step 50
When the warning device 60 is activated at the time, a warning is issued to the occupant of the vehicle that there is a risk of side collision from the left,
In step 60, a predetermined short-time drive current is applied to the electromagnetic coil 52 of the side member deformation suppressing device of the left door, so that the pins 26 of the side member deformation suppressing device are turned on.
Is moved from its inactive position to its active position, thereby bringing the side member deformation restraining device into an active state. Note that the side member deformation suppression device for the right door is also operated when there is a risk that the vehicle will collide from the right side.

Thus, according to the illustrated first embodiment,
When there is a risk of side collision of the vehicle, the side member deformation suppression device on the corresponding side is operated, and the vehicle is side-collimated and the door 10 is moved.
Is prevented from moving upward relative to the rocker 12 due to the deformation of the door into the vehicle, so that the door is reliably and effectively deformed into the vehicle. Can be suppressed.

Further, according to the first embodiment, when the side member deformation suppressing device is in a non-operating state, the pin 26 is housed in the housing 30 and does not protrude from the rocker 12, so that It is possible to reliably prevent the side member deformation suppressing device from becoming an obstacle for the occupant getting on and off.

In particular, according to the illustrated embodiment, the pin 26 of the side member deformation suppressing device extends in the lateral direction of the vehicle and moves in the lateral direction of the vehicle so as to fit into the concave portion 24. In the event of a side collision, the side member deformation suppressing device is less likely to hinder the opening of the door, and therefore, is easier to perform after the side collision than when, for example, the door locking device is automatically activated by the side collision. You can open the door.

Although one latch device 28 is provided on the rocker 12 in the illustrated embodiment, the latch device may be provided on a vehicle body member such as a center pillar, a rear pillar, a roof frame, or the like. A plurality of devices may be provided. The latch device 28 is provided on the rocker 12 and the concave portion is provided on the door 10. However, the latch device may be provided on the door, and the concave portion may be provided on the vehicle body member.

FIGS. 4 and 5 are a plan view and a side view, respectively, showing a second embodiment of the side member deformation suppressing device according to the present invention.

In FIGS. 4 and 5, 70L and 70R
Indicates left and right front pillars, respectively, and 72L
And 72R denote left and right front doors pivotally supported by front pillars 70L and 70R, respectively, by hinge devices not shown in the figure, and 74 denotes a front pillar 70L.
And 70R show an instrument panel extending in the lateral direction of the vehicle.

Reference numeral 76 denotes a driver seat, and reference numeral 78 denotes a steering wheel. Reference numeral 80 denotes a passenger seat, and reference numeral 82 denotes a center console located between the driver seat 76 and the passenger seat 80 and extending in the vehicle front-rear direction. 84L and 84R indicate left and right center pillars, respectively.

In this embodiment, a side member deformation suppressing device 86 is provided at the instrument panel 74. The side member deformation suppressing device 86 is disposed near both ends of the instrument panel 74 and extends substantially in the lateral direction of the vehicle, and moves the deformation suppressing bar 88 substantially to the rear of the vehicle when there is a risk of side collision. And a pair of driving devices 90 for driving.

As shown in detail in FIG. 6, the driving device 90 includes a piston member 92 and a cylinder 94 for supporting the piston member 92 in a reciprocating manner.
The second rod portion 92A extends through a hole provided at one end of the cylinder 94. The piston member 92 has two piston portions 92B and 92C spaced from each other,
A compression coil spring 9 is provided between the inner end side piston portion 92B and an end cap 96 fixed to the other end of the cylinder 94.
8, whereby the piston member 92 is urged rightward as viewed in FIG.

An electromagnetic pin device 100 is provided at a position corresponding to between the piston portions 92B and 92C when the piston member 92 is at the inoperative position shown in FIG. 6A. The electromagnetic pin device 100 includes the electromagnetic actuator 10
2 and a locking pin 104 as a restraining means.
The non-operating position shown in FIG.
4 is driven in the radial direction by the electromagnetic actuator 102 between an inner position and an operating position shown in FIG.

When the piston member 92 is in the operating position shown in FIG. 6B, the position corresponding to between the piston portions 92B and 92C restricts the movement of the piston member 92 in the left-right direction in the drawing. A leaf spring-type spring clip 106 is provided. A buffer plate 108 made of an elastic material such as rubber is fixed to a side surface of the piston 92C opposite to the piston 92B. Further, in the illustrated embodiment, an elastic member 110 such as a coil spring is fixed to the outer end of the rod portion 92A, and the outer end of the rod portion 92A is
10 is connected to the deformation suppressing bar 88.

Thus, at normal times, the locking pin 104 of the electromagnetic pin device 100 is
6A, the inactive position shown in FIG. 6A is maintained, and when there is a risk of side collision, the locking pin 104 is momentarily disabled by operating the electromagnetic pin device 100. By being driven from the operating position to the operating position,
It is moved to the operating position shown in FIG. 6B and is held in the operating position by the spring clip 106.

The driving device 90 is controlled by a control system similar to the control system of the first embodiment in accordance with the control routine shown in FIG. The control according to the flowchart shown in FIG. 7 is also started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

First, in step 110, the distance Dl detected by the pre-crash sensors 56L and 56R
And a signal indicating Dr.
At 0, the deviation ΔDl between the previously detected distance Dlf and the currently detected distance Dl is calculated, and the deviation ΔDr between the previously detected distance Drf and the currently detected distance Dr is calculated.

In step 130, the tightness Rl of the side collision from the left is calculated based on the distance Dl and the deviation ΔDl, and the tightness Rr of the side collision from the right is calculated based on the distance Dr and the deviation ΔDr. Is calculated. In this case, the tightnesses Rl and Rr have larger deviations Δ as the distances Dl and Dr are smaller, respectively.
It is calculated as a function of the distance Dl and the deviation ΔDl and a function of the distance Dr and the deviation ΔDr, for example, so that the larger the values of Dl and ΔDr, the larger the values.

In step 140, for example, the tightness R
By determining whether l or Rr exceeds a reference value Ro (positive constant), it is determined whether there is a risk of the vehicle being subjected to a side collision from the left or right, and a negative determination is made. When the determination is made, the process returns to step 110, and when the determination is affirmative, the process proceeds to step 150.

In step 150, a control signal is output to the alarm device 60 to warn the occupant of the vehicle that there is a risk of side collision from the left or right. Further, when a predetermined short-time driving current is applied to the electromagnetic actuator 102 of the driving device 90, the driving device 90 is moved from the non-operation position to the operation position, whereby the deformation suppressing bar 88 is driven rearward of the vehicle. To bring it into operation.

In particular, in the illustrated embodiment, the deformation restraining bar 88 is located below the instrument panel 74 in the inoperative position, as shown by the solid line in FIG. 5 is located below the steering wheel 78 above the knee of the driver 112 as indicated by the phantom line in FIG. The driving device 90
Is slightly inclined upward when viewed from the front side to the rear side of the vehicle, whereby the deformation suppressing bar 88 moves rearward and slightly upward when moving from the non-operation position to the operation position. Move to.

Further, in the illustrated embodiment, the deformation suppressing bar 88 is formed of a material having excellent buckling resistance, such as a steel pipe, and the deformation suppressing bar is provided at both ends thereof at the time of a side collision of the vehicle with respect to the door. A disk 114 for reducing the applied pressure is fixed. Preferably, the left and right front doors 72L and 72R are provided with a reinforcing member facing the disk 114 when the deformation suppressing bar 88 is at the operating position.

In the second embodiment configured as described above, when there is a risk that the vehicle will collide, a positive determination is made in step 140, and in step 150, the alarm device 60 is activated. When activated, a warning is issued to the occupant of the vehicle that there is a risk of side collision, and step 160
When a predetermined short-time drive current is applied to the electromagnetic actuator 102 of the drive device 90 at the time, the drive device 90 is moved from its non-operation position to the operation position, whereby the deformation suppressing bar 88 is brought into the operation state. It is.

Thus, according to the illustrated second embodiment,
When there is a risk of side collision of the vehicle, the side member deformation suppressing device is operated, and the deformation of the front door 72L or 72R due to the side collision of the vehicle is suppressed by the deformation suppressing bar 88. Therefore, the deformation of the front door into the vehicle can be reliably and effectively suppressed.

Further, according to the second embodiment, when the side member deformation suppressing device is not in operation, the deformation suppressing bar 88 is located below the instrument panel 74. In the operating state, the deformation suppressing bar 88 is located below the steering wheel 78 and above the driver's knee, so that when the vehicle is in a side collision, The deformation of the front door toward the inside of the vehicle can be reliably and effectively suppressed while reducing the possibility that the deformation suppressing bar 88 will hit the driver or the passenger in the passenger seat.

In particular, according to the illustrated embodiment, the deformation suppressing bar 88 is connected to the outer end of the rod portion 92A via an elastic member 110 such as a coil spring, and is at least vertically displaced relative to the rod portion 92A. Since it is possible, even when the deformation suppressing bar contacts the occupant when the deformation suppressing bar moves from the non-operating position to the operating position, the deformation suppressing bar can be reliably moved to the predetermined operating position or a position in the vicinity thereof.

The side member deformation suppressing device of this embodiment is reset by operating the reset switch 62 and setting the deformation suppressing bar 88 to the compression coil in a state where the locking pin 104 is positioned at the non-operation position by the electromagnetic actuator 102. The operation is performed by moving the vehicle forward to the inoperative position against the spring force of the spring 98, and then releasing the operation of the reset switch 62.

FIG. 8 is a sectional view showing a third embodiment of the side member deformation suppressing device according to the present invention, and FIG. 9 is a line IX-IX of FIG.
FIG.

In these figures, 120L and 120L
R denotes left and right rockers, 122L and 122R denote center pillars integrally connected to the left and right rockers 120L and 120R, respectively, and extend substantially vertically, and 124 denotes left and right rockers. Rocker 1
Shows a floor panel extending between 20L and 120R.

The center pillars 122L and 122R have rack bars 1 extending parallel to each other along the longitudinal direction.
26 is fixed, and rack teeth of the rack bar 126 are provided on the inboard side. Each rack bar 12
A pinion 128 meshes with the rack teeth of No. 6, and the pinion 128 is driven to rotate by an electric motor 132 via a reduction gear 130.

The electric motor 132 is connected to the main body 1 of the support member 134.
34A, and a main body portion 134A is provided in the center pillars 122L and 122R.
It is supported by a guide (not shown) extending in parallel with 26 so as to be vertically movable. Motor 132
The main body 134A of the support member 134 is the center pillar 1
22L and 122R, the supporting member 13
Reference numeral 4 has an arm 134B provided on the inner member of each of the center pillars 122L and 122R, extending through a slit extending in the vertical direction and extending rearward and downward in the vehicle. An end of a deformation suppressing bar 136 extending in the vehicle lateral direction is fixedly connected to a tip of each arm 134B.

A groove 138 extending in the lateral direction of the vehicle is formed in the floor panel 124 slightly rearward of the vehicle with respect to the lower ends of the center pillars 122L and 122R, and the deformation suppressing bar 136 is in the non-operation position. It is located in the groove 138. When there is a risk of side collision of the vehicle, the pinion 128 is driven by the electric motor 132 being driven for a predetermined time by an electronic control device (not shown) similar to the electronic control device of the first embodiment. As a result, the deformation suppressing bar 136 is raised together with the support member 134, and is positioned at the operating position indicated by the imaginary line in FIGS.

As understood from the above description, the rack bar 12
6, pinion 128, reduction gear 130, electric motor 132,
The support member 134 constitutes a driving device for driving the deformation suppressing bar 136 between the non-operation position and the operation position, and the electric motor 132 is driven by a control system similar to the control system of the second embodiment. It is controlled according to a control routine similar to the control routine of the embodiment.

In particular, in the third embodiment, when the degree of tightness Rl or Rr exceeds the reference value Ro, the degree of tightness is determined in a step corresponding to step 160 of the control routine of the second embodiment. As Rl or Rr is larger, the drive voltage for the motor 132 is higher and the motor 132
Is controlled so that the drive time of the drive current for the
As a result, the deformation suppression bar 1 becomes faster as the degree of side collision is higher.
36 is moved from the inactive position to the active position.

In this embodiment, when the reset switch is operated, the electric motor 132 is driven to rotate in a direction opposite to the above-described case for a predetermined time. Therefore, the resetting of the side member deformation suppression device of this embodiment is performed by operating the reset switch 62 and moving the deformation suppression bar 136 downward to the inoperative position by the reverse rotation of the electric motor 132.

In the third embodiment configured as described above, when there is a risk of a side collision of the vehicle, the alarm device 60 is operated to cause a risk of a side collision for the occupant of the vehicle. Is generated, and a drive current is supplied to the electric motor 132 for a predetermined period of time.
36 is moved together with the support member 134 from its non-operating position to the operating position.

Thus, according to the third embodiment shown,
When there is a risk of side collision of the vehicle, the side member deformation suppression device is operated, and the center pillars 122L and 122R and the rear door are deformed and moved inward by the side collision of the vehicle. Therefore, deformation of the center pillar or the like into the vehicle can be reliably and effectively suppressed.

In particular, according to the illustrated embodiment, when the side member deformation suppressing device is inactive, the deformation suppressing bar 136 is located in the groove 138 provided in the floor panel 124. 136 can be reliably prevented from being an obstacle for the occupant, and the deformation suppressing bar 136 is provided on the support member 1 disposed in the center pillar.
Since it is connected and fixed to the distal end of an arm 134B extending rearward and downward of the vehicle from the main body portion 134A of the main seat 34, it can be moved to the operating position without interfering with the seat back 142 of the front seat 140.

According to the illustrated embodiment, the deformation restraining bar 136 is moved from the non-operation position to the operating position faster as the tightness of the side collision is higher. Therefore, the deformation suppressing bar 136 is independent of the tightness of the side collision. As compared with the case where the vehicle is moved at a constant speed, the influence of the operation of the side member deformation suppressing device on the occupant of the rear seat is reduced and the inward deformation of the center pillar etc. due to the side collision is reduced. It can be suppressed reliably and effectively.

In the illustrated embodiment, the rack bar 126 is fixed to the center pillars 122L and 122R, and the pinion 1 meshes with the rack teeth of the rack bar 126.
28 moves up and down together with the support member 134 that supports the deformation suppressing bar 136. For example, a rack bar similar to the rack bar 126 is fixed to the support member, and the pinion that meshes with the rack teeth and the pinion are rotated. The driving reduction gear and the electric motor may be supported by the center pillar.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

For example, in each of the above-described embodiments, the side collision of the vehicle is predicted based on the degree of the side collision calculated based on the detection results of the pre-crashes 56L and 56R. Side impact may be predicted by any means known in the art.

In the first and second embodiments described above, the driving stage includes a compression coil spring, and the pin 26 and the deformation suppressing bar 88 are moved from the non-operation position to the operation position by the compression coil spring. However, in these embodiments as well, the pin and the deformation suppressing bar may be driven faster as the side collision tightness is higher, and the pin and the deformation suppressing bar in each of the above-described embodiments may be driven. The bar may be modified to be driven by means other than a compression coil spring or electric motor.

In the above-described second and third embodiments, the deformation suppressing bars 88 and 136 are formed in a straight line, but the deformation suppressing bars are at least partially provided slightly forward of the vehicle. If the deformation restraining bar is thus curved, the center portion of the deformation restraining bar surely deforms forward when the vehicle is impacted and the deformation restraining bar receives an excessive compressive load. , Compared to the case where the deformation suppression bar is straight or slightly curved to the rear of the vehicle,
The influence of the deformation of the deformation suppressing bar on the occupant can be reduced.

Further, in the third embodiment described above, the deformation suppressing bar 136 is moved to the operating position by driving the electric motor 132 for a predetermined time. Near or support member 13
4, a limit switch is provided on the arm 134B,
The motor 132 may be modified so as to be stopped when the deformation suppressing bar 136 reaches the operating position or when the arm portion 134B comes into contact with the seat back 142.

[0091]

As is apparent from the above description, according to the structure of the first aspect of the present invention, when the side collision occurs, the side member deformation suppressing device is operated as compared with the conventional case. The deformation of the member into the vehicle can be reliably and effectively suppressed. In particular, according to the configuration of the second aspect, the cooperation of the pin and the concave portion reliably and securely prevents the deformation of the door into the vehicle. The pin can extend effectively in the lateral direction of the vehicle and can be moved in the direction of extension, while the recess receives the tip of the pin, so that the door locking device is automatically activated and locked. The door can be easily opened even after the vehicle is side impacted and the door is deformed as compared with the conventional case, and according to the configuration of claims 3 to 5, the side member on the side subjected to the side impact is provided. The deformation of the vehicle into the vehicle is reliably and effectively performed by the deformation control bar It can be suppressed.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of a side member deformation suppressing device according to the present invention.

FIGS. 2A and 2B are enlarged cross-sectional views illustrating the latch device according to the first embodiment, in particular, FIG. 2A illustrates a non-operating state of the side member deformation suppressing device, and FIG.

FIG. 3 is a flowchart showing a control routine of the side member deformation suppression device in the first embodiment with reference to the flowchart.

FIG. 4 is a plan view showing a second embodiment of the side member deformation suppressing device according to the present invention.

FIG. 5 is a side view showing a second embodiment of the side member deformation suppressing device according to the present invention.

FIG. 6 is an enlarged cross-sectional view showing a deformation suppressing device according to a second embodiment, in particular, (A) shows a non-operating state of the side member deformation suppressing device, and (B) shows an operating state. It is.

FIG. 7 is a flowchart showing a control routine of the side member deformation suppression device in the first embodiment with reference to the flowchart.

FIG. 8 is a sectional view showing a third embodiment of the side member deformation suppressing device according to the present invention. It is.

FIG. 9 is an enlarged partial sectional view taken along line IX-IX in FIG. 8;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Door 12 ... Rocker 24 ... Recess 26 ... Pin 28 ... Latch device 36 ... Compression coil spring 46 ... Drive device 58 ... Electronic control device 56L and 56R ... Pre-crash sensor 60 ... Alarm device 72L and 72R ... Front door 74 ... Instrument Mentor panel 86 ... Side member deformation suppression device 88 ... Deformation suppression bar 90 ... Drive device 98 ... Compression coil spring 100 ... Electromagnetic pin device 120L and 120R ... Rocker 120L and 120R ... Center pillar 126 ... Rack bar 128 ... Pinion 132 ... Electric motor 136 … Deformation suppression bar 138… Groove

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60R 21/00 626 B60R 21/00 626A 21/01 21/01 (72) Inventor Mitsuyoshi Ohno Toyota, Aichi Prefecture No. 1 Toyota-cho, Toyota-shi (72) Inventor Shuichi Ishimoto No. 1 Toyota-cho, Toyota-cho, Toyota-shi, Aichi

Claims (5)

[Claims] 1. A non-operating state which does not substantially suppress the inward deformation of the side member of the vehicle during normal operation, and a deformation which suppresses the inward deformation of the side member of the vehicle in the operating state. A side member deformation suppression device for a vehicle, comprising: suppression means; means for predicting a side collision of a vehicle; and control means for switching the deformation suppression means to the operating state when a side collision of the vehicle is predicted. 2. A pin provided on one of the vehicle body and the door and extending substantially in the lateral direction of the vehicle and movable in the extending direction, and provided on the other of the vehicle body and the door. A concave portion capable of receiving the tip of the pin, and in the operating state, the tip of the pin fits into the recess, thereby forming the door peripheral portion due to the inward deformation of the door in the vehicle. The side member deformation suppressing device for a vehicle according to claim 1, wherein a relative displacement with respect to the vehicle body is restrained. 3. The non-operating position in which the deformation suppressing means extends in a lateral direction of the vehicle in proximity to a member defining a vehicle interior space in the vehicle interior in the non-operating state, and in the operating state. A deformation suppressing bar that can be displaced to an operating position extending substantially in the lateral direction of the vehicle between the left and right side members, and a driving unit that moves the deformation suppressing bar from the inoperative position to the operating position. The side member deformation suppressing device for a vehicle according to claim 1, further comprising: 4. The deformation control bar is substantially below the instrument panel in the inoperative position.
The side member deformation suppressing device for a vehicle according to claim 3, wherein the device moves to the operating position by moving substantially to the rear of the vehicle. 5. The deformation control bar is substantially located between the left and right rockers in the non-operation position, and moves to the operation position by moving upward along the left and right center pillars. The side member deformation suppressing device for a vehicle according to claim 3, wherein: