JP2003026039A - Occupant protecting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a occupant protecting device for reducing a wound value for a occupant by achieving a vehicle body deceleration waveform suitably reducing the deceleration of the occupant in a simple structure. SOLUTION: A chassis 1 extending to the longitudinal direction of a vehicle and a vehicle body part 2 defining a cabin and having a occupant seat 3 and a seat belt 6 are provided separating each other. Both of them are relatively replaceable to the longitudinal direction. The vehicle body part 2 is formed in a structure and/or of a material relatively replaceable backward after earlier deceleration than that of the chassis 1 in front-side collision. Acceleration generating means (a shock absorber 9a and a stopper 9b) are provided between both of them which apply between both of them, force in the direction of preventing the relative replacement when the chassis 1 and the vehicular body part 2 are relatively replaced as predetermined, achieving the suitable vehicle body deceleration waveform low in maximum occupant deceleration.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant protection system for improving collision safety of an automobile. 2. Description of the Related Art In recent years, there has been a vehicle provided with a pretensioner device for positively fastening a seat belt at the time of a collision in order to enhance the occupant protection effect at the time of a collision. The deceleration of the occupant restrained to the seat by the seat belt only rises when a forward inertial force acting on the occupant is received by the seat belt during a vehicle collision. Here, since the spring action of the seat belt cannot be completely eliminated, the occupant moves forward due to inertial force, and the occupant deceleration reaches a peak when the seat belt elongation reaches a maximum, It is said that the peak value of the occupant deceleration increases as the amount of movement of the occupant due to the inertial force increases, and is generally higher than the average deceleration of the living space portion of the vehicle body. If the relationship between the vehicle body deceleration and the occupant deceleration is regarded as an input / output for a system constituted by a spring (occupant restraint) and a mass point (mass of the occupant), the maximum value of the extension of the spring and its It can be seen that the time is governed by the vehicle body deceleration waveform (time change). Therefore, to reduce the occupant deceleration,
In addition to reducing the average deceleration of the vehicle body, it is preferable to adjust the vehicle body deceleration waveform so as to minimize the overshoot of the spring (occupant restraint device). In a conventional vehicle body structure, a crushable zone constituted by a collision reaction force generating member such as a side beam and a gap between components is arranged at a front portion of the vehicle body.
The collision energy is absorbed by deforming the vehicle body components in this part, and the body deceleration waveform is adjusted by changing the reaction force characteristics by setting the dimensions of each part, so that the collision of parts other than the living space of the vehicle body Various types of vehicle structures have been proposed in which the deformation mode of the vehicle body is appropriately set to reduce the deceleration of the living space portion of the vehicle body, and the deformation is prevented from reaching the living space (Japanese Patent Laid-Open No. 7-101354, etc.). reference). [0005] In order to reduce the occupant injury value at the time of an automobile collision,
First, it is better to reduce the maximum value of the occupant acceleration (deceleration). When the occupant deceleration is integrated with the vehicle body via the seat belt, the vehicle deceleration waveform (time change)
Is governed by Therefore, as shown in FIG. 7, for example, the ideal vehicle body for reducing the deceleration (G1) of the occupant, more specifically, the deceleration (G2) waveform at the vehicle body fixed point of the seat belt is large at the start of the collision. It is composed of an initial section (a) for generating deceleration, a middle section (b) for generating reverse deceleration next, and a later section (c) for generating average deceleration thereafter. Good thing.
In such a vehicle body deceleration waveform, it has been confirmed by a simulation or the like that the occupant deceleration becomes smaller than the case of a constant deceleration (rectangular wave) for the same vehicle body deformation amount (dynamic stroke). [0006] In the conventional vehicle body structure, the body components of the crushable zone always deform at the start of a collision from a portion having a low strength, and then a portion having a high strength is deformed. Deformation occurs. For this reason, the collision reaction force, that is, a waveform in which the vehicle body deceleration becomes small at the beginning and becomes large in the latter half, is not sufficiently effective in reducing the occupant deceleration. In order to solve this problem, 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 partition walls in a side beam (Japanese Patent Laid-Open No. 7-1995). No. 101354) has been proposed. However, with these methods, it has been difficult to obtain a more effective deceleration waveform even though the deceleration of the vehicle body can be approached to a constant deceleration (rectangular wave). As a specific structure for realizing the ideal vehicle body deceleration waveform, for example, one or a plurality of vehicle body side fixed points (anchor points) where a plurality of seat belts constituting a restraint device exist. A seat belt is attached to an impact load transmitting member that moves relatively to the vehicle body to achieve the vehicle body deceleration (G2) waveform (for example, a member that compresses and deforms later than the vehicle body floor due to the impact force at the time of collision). It is conceivable that an integrated seat is mounted, a large deceleration is generated at the start of a collision, then a reverse deceleration is generated by the acceleration generating means, and then an average deceleration is generated. Thereby, the ideal vehicle body deceleration waveform described above can be obtained. On the other hand, the above-described structure assumes a monocoque body in which the chassis and the body defining the vehicle compartment are integrated, but recently, the chassis and the body defining the vehicle compartment are separate bodies. Vehicles with a structure consisting of The present invention has been made in view of the above-mentioned problems of the prior art and the knowledge of the present inventor, and realizes a vehicle deceleration waveform that has a simple structure and appropriately reduces the deceleration of the occupant. It is an object of the present invention to provide an occupant protection device capable of reducing an injury value of a vehicle. According to the present invention, there is provided a chassis 1 extending in the front-rear direction of a vehicle, a passenger compartment, an occupant seat 3 and restraining the occupant. And the vehicle body 2 provided with a seat belt 6 are separately movable, and both are relatively movable in the front-rear direction, so that the chassis 1 and the front end of the vehicle body 2 collide with each other. Sometimes the body part 2 is more than the chassis 1
The structure of which decelerates earlier and moves relatively backward and / or
Or the chassis 1 and the vehicle body 2
The chassis 1 and the vehicle body 2
An acceleration generating means (buffer 9a, stopper 9b) for applying a force between the chassis 1 and the vehicle body portion 2 for preventing a relative movement between the chassis 1 and the vehicle body 2 is provided. This is achieved by providing an occupant protection device. According to this, at the time of a forward collision, first, a relatively light vehicle body portion largely decelerates from the whole vehicle and moves relatively rearward with respect to the chassis, thereby strengthening the restraint of the seat belt, and the vehicle body portion is attached to the chassis. After a predetermined amount of relative movement, the relative movement is prevented by the acceleration generating means, thereby generating a reverse deceleration at the seat belt connection point, so that the occupant and the entire vehicle are united at the end of the collision. Since the vehicle can be decelerated with an average deceleration, a preferable vehicle deceleration waveform having a low maximum occupant deceleration can be realized. Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings. FIG. 1 shows a schematic configuration of an engine front / rear wheel drive (FR drive) vehicle to which an occupant protection device according to the present invention is applied. Four wheels H are mounted via suspension devices to front and rear ends of a chassis 1 extending in the front-rear direction at the left and right central portions of the vehicle.
Further, the chassis 1 is attached with a vehicle body portion 2 which defines a vehicle compartment 2a and is provided with a floor panel 2b. An occupant seat 3 is provided on the floor panel 2b. As shown in FIG. 2 as viewed on the line II-II in FIG. 1 and FIG. 3 which is an enlarged perspective view of a main part thereof, the vehicle body portion 2 including the floor panel 2b and the seat 3 is shown.
Is mounted on the chassis 1 via a plurality of slide guide structures 4 so as to be movable in the front-rear direction. The slide guide structure 4 includes a slide rail member 4a attached to the chassis 1 and a slider 4b attached to the floor panel 2b with bolts 4c. Further, the bolt 4c penetrates through the slider 4b, and the tip of the bolt 4c contacts the slide rail member 4a.
The relative movement start load of the vehicle body portion 2 with respect to is specified. A pair of front members 1a is provided on the front side of the chassis 1, and a bumper beam 1b is attached to the front end thereof. A sub-frame 10 extends in the front-rear direction below each front member 1a. A sub-beam 10a located below the bumper beam 1b is provided at the tip of the sub-frame 10, and the tip of the sub-frame 10 is movable relative to the front member 1a in the front-rear direction. The member 1a is connected via a link member 12.
The rear end of the sub-frame 10 is in contact with the contact surface 2 e of the vehicle body portion 2.
The impact force is transmitted to the vehicle body portion 2 through the contact point 0. Here, the lower arm 13 of the front-wheel-side suspension device is actually assembled to the sub-frame 10. Therefore, at the time of a front collision, the front wheels move relative to the chassis 1 side integrally with the subframe 10, ie, integrally with the vehicle body portion 2 side. Although not shown, the rear wheels also move relative to the chassis 1 side integrally with the vehicle body portion 2 side. This prevents each wheel from interfering with the vehicle body part 2 at the time of a forward collision. A power train 5 composed of an engine, accessories and the like is mounted between the front members 1a. A propeller shaft 5a extending rearward from the power train 5 passes through the central tunnel 1c of the chassis 1. At the time of a forward collision, the front member 1a of the chassis 1 is crushed earlier than the front end of the vehicle body portion 2.
That is, although the vehicle does not slow down much,
The impact force is transmitted from Oa via the sub-frame 10, and the vehicle body portion 2 is decelerated as a whole earlier than the chassis 1. On the other hand, a pair of upper members 2c is provided at the front portions at the left and right ends of the body portion 2. The tip of the upper member 2c is located slightly behind the tip of the bumper beam 1b. One end of a seat belt 6 is fixed near the lower portion of the center pillar 2d of the vehicle body portion 2. The seat belt 6 may be of a three-point fixed type, and the other end is connected to a retractor 7 provided in the center pillar 2d. Further, a buckle plate provided at an intermediate portion of the seat belt 6 is connected to a buckle 8 provided near the floor panel 2b of the seat 3. Therefore, the occupant seated in the seat 3 is seat belt 6
As a result, the seat 3 is restrained. In addition, sheet 3
May be provided so as to be adjustable in the front-rear direction with respect to the floor panel 2b. A buffer 9a is provided near the rear end of the vehicle body portion 2. The buffer 9a is made of a thin metal having a closed-section structure or the like.
And is opposed to the stopper portion 9b provided at a certain distance. The buffer 9a and the stopper 9b constitute an acceleration generating means. Next, with reference to FIGS. 4 to 7, an operation procedure of the present invention when the vehicle collides head-on with a fixed building or the like will be described. FIG. 4 shows an initial state (section a in FIG. 7) immediately after the start of the collision. First, floor panel 2b
Front end of body part 2 and bumper beam 1b
Then, the sub beam 10a strikes against a fixed building or the like, and the front member 1a of the chassis 1 starts compressive deformation. However, the sub-beam 10a and the sub-frame 10 hardly undergo compressive deformation, and transmit the impact force to the vehicle body portion 2. Then, the relative load between the chassis 1 and the vehicle body 2 is increased by the bolt 4c.
When the relative movement start load specified by the tightening load is exceeded, the chassis 1 and the vehicle body part 2 start relative movement (the vehicle body part 2 is decelerated, and the chassis 1 moves forward with respect to the vehicle body part 2). When the vehicle body portion 2 decelerates, the occupant restraining force of the seat belt 6 increases, and a load is generated to decelerate the occupant. The rise of the seatbelt load occurs in a vehicle in which the chassis 1 and the vehicle body 2 are integrated with each other.
In the case of a seat belt having a fixed point, the occupant rises quickly when the load stops when the occupant stops jumping to the front of the vehicle body due to inertia, and the deceleration of the occupant is also G1 in FIG.
It occurs early as shown in FIG. 5 shows a state in the middle stage of the middle stage of the collision (section b in FIG. 7). As the crushing of the front of the vehicle progressed,
The vehicle body portion 2 further decelerates, and the chassis 1 moves further forward relative to the vehicle body portion 2. Then, the buffer 9a
Collides with the stopper 9b and is gradually crushed.
The relative movement between the vehicle body portion 2 and the vehicle body portion 2 is decelerated, an acceleration is generated in the vehicle body portion 2 in a direction opposite to the collision deceleration, and an acceleration is generated in the seat belt 6 in the opposite direction (front of the vehicle body). Further, the sub-frame 10 also starts compressive deformation as a part of the vehicle body portion 2. Powertrain 5 (especially engine)
Although mounted on the chassis 1, it may be movable as a separate body from the chassis 1 as needed in the event of a collision in order to obtain an optimal deceleration waveform described later. In the middle period, when the acceleration in the opposite direction is completed, the characteristics (elongation, elongation, etc.) It is desirable to appropriately design the characteristics (spring characteristics) and the characteristics (impact force absorption characteristics) of the buffer 9a. FIG. 6 shows the state of the latter half of the collision (section c in FIG. 7). In this latter period, the upper member 2c also collides with a fixed building or the like and starts crushing, and together with the crushing of the buffer 9a, the relative movement between the chassis 1 and the vehicle body portion 2 is further decelerated to stop. At this stage, if the speed and deceleration of the occupant match the speed and deceleration of the entire vehicle, no relative movement occurs between the occupant and the entire vehicle, and the occupant is integrated with the entire vehicle. And keep decelerating. In other words, the relative speed difference between the occupant and the entire vehicle is made as small as possible, and the difference between the occupant deceleration G1 and the vehicle body deceleration G2 is made as small as possible, so that the maximum value of the occupant deceleration G1 can be reduced. As described above, the chassis 1 and the vehicle body are controlled by controlling the deceleration generated in the vehicle body portion 2 by the above-described process so as to have a predetermined optimum deceleration waveform. Part 2, buffer 9a,
By designing the slide guide structure 4 and the like, a function of significantly reducing the occupant deceleration G1 can be exhibited. As described above, according to the present invention, the chassis extending in the front-rear direction and the vehicle body portion including the seat can be relatively moved in the front-rear direction. The vehicle moves backward relative to the chassis to generate a deceleration greater than the average deceleration (deceleration of the entire vehicle) to strengthen the restraint of the seatbelt.
The deceleration in the opposite direction is generated by stopping by the acceleration generation means provided between the chassis and the body part, and the entire occupant and vehicle are decelerated at the average deceleration at the end of the collision Therefore, it is possible to realize a preferable vehicle body deceleration waveform in which the occupant deceleration does not suddenly increase. As a result, not only the impact on the occupant can be significantly reduced with a smaller vehicle body deformation amount (dynamic stroke) than in the prior art, but also the movement amount of the occupant in the vehicle with respect to the vehicle body can be reduced by, for example, a load limiter (E) of a restraining device. Since the occupant deceleration can be further reduced as compared with the case of using / A), the possibility of a secondary collision can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a schematic configuration of a vehicle to which an occupant protection device according to the present invention is applied. FIG. 2 is a sectional view taken along line II-II in FIG. 1; FIG. 3 is a perspective view showing a slide guide structure between a chassis and a vehicle body. FIG. 4 is a schematic diagram of a vehicle showing a state at the beginning of a collision. FIG. 5 is a schematic view of a vehicle showing a state in a middle stage of the collision. FIG. 6 is a schematic diagram of a vehicle showing a state at the end of a collision. FIG. 7 is a diagram showing deceleration waveforms of an occupant and a seat. [Description of Signs] 1 Chassis 2 Body portion 2a Car room 2b Floor panel 3 Seat 4 Slide guide structure 6 Seat belt 9a Buffer 9b Stopper 10 Subframe

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Claims (1)

Claims: 1. A chassis extending in a front-rear direction of a vehicle,
The occupant seat and a vehicle body portion provided with a seat belt for restraining the occupant are formed separately from each other, and both are relatively movable in the front-rear direction. A front end portion of the vehicle body portion is made of a structure and / or a material in which the vehicle body portion decelerates earlier than the chassis and relatively moves rearward during a frontal collision, and the chassis and the vehicle body portion have a predetermined amount. Occupant protection means for providing a force between the chassis and the vehicle body portion for applying a force between the chassis and the vehicle body portion in a direction to prevent the relative movement between the chassis and the vehicle body portion when the vehicle is relatively moved. apparatus.