JP2003306108A - Occupant crash protection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce an injury value of an occupant by materializing a vehicular deceleration waveform suitably reducing the deceleration of the occupant, and to materialize a compact vehicular size. <P>SOLUTION: A chassis united with a part of seat belt and extending in a back-and-forth direction, and a vehicular body portion are relatively moved in the back-and-forth direction, and a seat belt integral seat is supported by the chassis. At a front collision, the chassis is relatively moved in a rear side in regard to the vehicular body portion, thereby generating deceleration larger than average deceleration (the deceleration of the whole vehicular body). After relatively moving by a predetermined amount, the movement is prevented by an acceleration generating means provided between the chassis and the vehicular body portion, thereby generating deceleration of the opposite direction. During the finishing period of the collision, the occupant and the whole vehicular body are integrated to be decelerated at the average deceleration, so that a preferable vehicular body deceleration waveform wherein the occupant deceleration is not abruptly increased can be materialized. The structure of the occupant crash protection device is simple, so that vehicular size can be made to be compact. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art In recent years, there have been vehicles equipped with a pretensioner device in which a seat belt is positively tightened at the time of a collision in order to enhance a passenger protection effect at the time of a collision. The deceleration of the occupant restrained by the seat with the seat belt rises only when the forward inertial force acting on the occupant in a vehicle collision is received by the seat belt. Since the spring action of the seat belt cannot be completely eliminated here, the occupant moves forward due to inertial force, and the occupant deceleration reaches its peak when the seat belt reaches the maximum extension, It is said that the peak value of the occupant deceleration increases as the amount of movement of the occupant due to inertial force increases, and is generally higher than the average deceleration of the living space of the vehicle body.

If the relationship between the vehicle body deceleration and the occupant deceleration is regarded as the input and output to and from the system composed of the spring (occupant restraint device) and the mass point (mass of the occupant), the maximum value of the spring elongation and its value are obtained. It can be seen that the time is controlled by the vehicle body deceleration waveform (time change). Therefore, in order 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 that the overshoot of the spring (occupant restraint device) becomes as small as possible.

In the conventional vehicle body structure, a crushable zone composed of a collision reaction force generating member such as a side beam and a gap between each component is arranged at the front portion of the vehicle body,
When the collision energy is absorbed by deforming the body component members in this part, and the reaction force characteristics are changed by setting the dimensions of each part, the deceleration waveform of the car body is adjusted to prevent collision of parts other than the living space of the car body. Various vehicle body 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 does not reach the living space (Japanese Patent Laid-Open No. 7-101354, etc.). reference).

In order to reduce the occupant injury value at the time of a car collision,
First, it is better to lower the maximum value of the occupant's acceleration (deceleration). The occupant deceleration is the vehicle deceleration waveform (time change) when it is integrated with the vehicle body through the seat belt.
Is dominated by. Therefore, as shown in FIG. 9, for example, the ideal vehicle body for reducing the deceleration (G1) of the occupant, more specifically, the deceleration (G2) waveform at the vehicle body side fixed point of the seat belt is large at the start of the collision. An initial section (a) in which deceleration is generated, a middle section (b) in which reverse deceleration is generated next, and a later section (c) in which average deceleration is generated thereafter. Good things.
It has been confirmed by simulations that with such a vehicle body deceleration waveform, the occupant deceleration becomes even smaller than in the case of a constant deceleration (rectangular wave) for the same vehicle deformation amount (dynamic stroke).

On the other hand, in the conventional vehicle body structure, the vehicle body constituent members in the crushable zone are always deformed from the weak strength portion at the start of collision, and then the high strength portion is deformed. Therefore, the collision reaction force, that is, the deceleration of the vehicle body has a waveform that initially becomes small and increases in the latter half, so it cannot be said that there is a sufficient effect in reducing the occupant deceleration.

[0007]

In order to solve the above problems, a method for obtaining a constant reaction force by utilizing the collapse of side beams and a method for maintaining a stable reaction force by providing a plurality of partition walls on the side beams A method (Japanese Patent Laid-Open No. 7-101354) and the like have been proposed. However, even if the deceleration of the vehicle body can be made close to a constant deceleration (rectangular wave) by these methods, it is difficult to obtain a more effective deceleration waveform.

In order to make the deceleration of the occupant smaller than that of such a conventional structure, it is required to generate the vehicle body deceleration waveform shown above. For that reason, it is not preferable that the entire vehicle body becomes large, and compactness of the vehicle body size is also required. On the other hand, the above-mentioned structure assumes a monocoque body in which the chassis and the vehicle body portion that defines the vehicle interior are integrated, but in recent years, the chassis and the vehicle body portion that defines the vehicle interior are separate bodies. Car is being reviewed.

The present invention has been made in view of the above problems of the prior art and the knowledge of the present inventor, and realizes a vehicle body deceleration waveform for suitably reducing the deceleration of the occupant to reduce the injury value of the occupant. The purpose is to realize a compact vehicle body size while making it possible.

[0010]

In order to solve the above problems, according to the present invention, a chassis (1) extending in the front-rear direction of a vehicle and a vehicle body portion (2) defining a vehicle interior are provided. The chassis (1) and the vehicle body part (2) are formed as separate bodies, and both are relatively movable in the front-rear direction.
The front end portion of the chassis is made of a structure and / or material in which the chassis (1) decelerates earlier than the vehicle body portion (2) and relatively moves rearward in the case of a frontal collision. When the belt-integrated seat (3) is supported and the chassis (1) and the vehicle body portion (2) move relative to each other by a predetermined amount, the chassis (1) and the vehicle body portion (2).
The chassis (1) is provided with acceleration generating means (9a, 9b) for applying a force in a direction to prevent relative movement between
And the vehicle body portion (2).

According to this, at the time of a frontal collision, the chassis having a sufficient inertial mass decelerates early and moves rearward relative to the vehicle body portion, and the seatbelt-integrated seats supported by the chassis are the same. In order to make a movement, a deceleration larger than the average deceleration (vehicle body (partial) deceleration) is generated at the seatbelt locking point, and when a predetermined amount is moved, the relative movement is blocked by the acceleration generating means to lock the seatbelt. By generating deceleration in the opposite direction to the point, the occupant and the entire vehicle can be decelerated at an average deceleration at the end of the collision, so a preferable vehicle deceleration with a low maximum occupant deceleration. Waveforms can be realized.

Particularly, the seat belt integrated seat (3)
Since the control mass member (12) is attached to the control mass member, the mass of the control mass member can be increased or decreased to adjust the deceleration of the occupant seat, so that a simple design change can be made even for a difference in vehicle weight. Can be dealt with, increasing versatility.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail based on specific examples shown in the accompanying drawings.

FIG. 1 shows a schematic structure of a vehicle of front engine / rear wheel drive (FR drive) to which an occupant protection system according to the present invention is applied. Four wheels are attached to the front and rear ends of the chassis 1 extending in the front and rear direction at the center of the vehicle on the left and right sides through a suspension device (not shown). Further, a vehicle body portion 2 forming a body is provided so as to be movable relative to the chassis 1. A vehicle interior 2a is defined by the vehicle body portion 2.

The occupant seat 3 is, for example, a three-point fixed type seatbelt integrated seat. That is, the seat belt 6
One end of the seat 3 is fixed to one of the left and right side portions of the seat 3, and the buckle plate provided in the middle part of the seat belt 6 is connected to the buckle 8 fixed to the other of the left and right side portions of the seat 3. In addition, the other end of the seat belt is connected to the retractor 7 provided on one shoulder of the seat 3. As a result, the occupant seated on the seat 3 is restrained by the seat 3 by the seat belt 6.

As shown in FIG. 2 taken along the line II-II in FIG. 1, the seat 3 is integrated by arms 11 provided so as to extend laterally from the left and right side surfaces of the chassis 1. Supported by the public. Therefore,
The seat 3 is in a floating state with respect to the floor panel 2b, which is a part of the vehicle body portion 2, and both are relatively displaceable. The seat 3 may be provided so that the position of the seat 3 can be adjusted in the front-rear direction with respect to the arm 11.

As well shown in FIG. 2 and FIG. 3 which is an enlarged perspective view of a main portion thereof, the vehicle body portion 2 includes a chassis 1
On the other hand, the slide guide structure 4 is attached 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 the slider 4b and its tip abuts on the slide rail member 4a. The tightening load of the bolt 4c defines the relative movement start load of the vehicle body portion 2 with respect to the chassis 1. There is.

A front portion of the chassis 1 is provided with a pair of front members 1a, and a bumper beam 1b is attached to the front end portion thereof. A power train 5 including an engine and auxiliary machines is mounted between the front members 1a. The propeller shaft 5a extending rearward from the power train 5 penetrates the central tunnel 1c of the chassis 1 (see FIG. 2). At the time of a frontal collision, the chassis 1 has a stronger structure than the front end of the vehicle body portion 2, that is, the chassis 1 is decelerated as a whole earlier than the vehicle body portion 2. In this way
The structure is such that the chassis 1 decelerates earlier than the vehicle body portion 2 and relatively moves rearward. Further, it may be achieved depending on the difference in material, or both may be combined.

On the other hand, a pair of upper members 2c are provided at the left and right front portions of the vehicle body portion 2. In addition,
Only one is shown in FIG. This upper member 2
The tip of c is located slightly behind the tip of the bumper beam 1b. The front portion of the vehicle body portion 2 with respect to the upper member 2c does not absorb the shock so much, that is, it is crushed earlier than the chassis 1 at the time of a frontal collision and does not contribute much to deceleration until the upper member 2c abuts. .

A buffer 9a is provided near the rear end of the chassis 1. The cushioning body 9a is made of a thin metal having a closed cross-section structure or the like, and the rear end thereof has a body portion 2
It is opposed to the stopper portion 9b provided at a predetermined distance d (control gap) (see FIG. 4). The buffer 9a and the stopper 9b constitute acceleration generating means.

Next, with reference to FIGS. 4 to 6, a description will be given of an operating procedure of the present invention when the vehicle collides head-on with a fixed building or the like.

FIG. 4 shows an initial state (section a in FIG. 9) immediately after the start of collision. First, floor panel 2b
The front end of the body part 2 and the bumper beam 1b which are integrated with
Hits a fixed building or the like, and the front end portion of the vehicle body portion 2 starts to be compressed and deformed as shown in FIG. However, since the chassis 1 has a stronger compressive load than the front end portion of the vehicle body portion 2, the chassis 1 does not deform so much in compression, that is, decelerates early. At this time, when the relative load between the chassis 1 and the vehicle body portion 2 exceeds the relative movement start load defined by the tightening load of the bolts 4c, the chassis 1 and the vehicle body portion 2 start relative movement (the vehicle body portion 2 is To move forward).

When the chassis 1 and the vehicle body portion 2 start to move relative to each other, the seat 3 integrated with the chassis 1 also moves rearward relative to the vehicle body portion 2. Due to the movement of the seat 3, a load is generated integrally with the seat 3 in a direction of decelerating the occupant. For this reason, a larger collision deceleration occurs in the seat 3 than in the entire vehicle compartment (vehicle body portion 2). This allows
The load generated on the seat belt 6 rises faster than the conventional one in which the seat is fixed on the floor panel, and the deceleration of the occupant also occurs early as shown by G1 in FIG.

FIG. 5 shows the state of the middle stage of the collision (the section b in FIG. 9). As the crushing of the front of the vehicle progresses,
The chassis 1 further decelerates, and the vehicle body portion 2 moves further forward relative to the chassis 1. Then, the buffer 9a
Collides with the stopper portion 9b and gradually collapses, and the chassis 1
The relative movement between the vehicle body portion 2 and the vehicle body portion 2 is decelerated, and the chassis 1 and the seat 3, that is, the buckle 8 are decelerated. Therefore, the seat 3 is accelerated in a direction (front of the vehicle body) opposite to the collision deceleration of the vehicle compartment (vehicle body portion 2). Needless to say, since the chassis 1 can have a sufficiently large inertial mass for the occupant, this becomes a mass that opposes the occupant's mass at the seat belt locking point described above, and the operation is stabilized. Although the power train 5 (especially the engine) is mounted on the chassis 1, it may be movable separately from the chassis 1 at the time of collision in order to obtain an optimum deceleration waveform described later.

In the middle period, when the acceleration of the buckle 8 in the opposite direction is completed, the characteristics of the seat belt 6 are adjusted so that the speed / deceleration of the occupant coincides with the speed / deceleration of the chassis 1 and the body part 2. It is desirable to appropriately design (elongation and spring characteristics), characteristics of the shock absorber 9a (impact force absorption characteristics), and control gap d.

FIG. 6 shows the state of the latter half of the collision (section c in FIG. 9). In the latter half of this period, the upper member 2c also hits against a fixed building or the like and starts to be crushed. Together with the crushing of the shock absorber 9a, the relative movement between the chassis 1 and the vehicle body portion 2 is further decelerated, and the upper member 2c stops. At this time, the vehicle body part 2, the chassis 1, and the seat 3 do not move relative to each other until the collision ends, and the front part of the chassis 1 as the front member and the load generated by the upper member 2c receive the deceleration together until the collision ends. Keep doing Along with that, the buckle 8 also stops moving.

At this stage, if the speed / deceleration of the occupant matches the speed / deceleration of the vehicle as a whole, there is no relative motion between the occupant and the vehicle as a whole, and the occupant is integrated with the vehicle as a whole. And continue to slow down. That is, the relative speed difference between the occupant and the vehicle as a whole is made as small as possible to reduce the occupant deceleration G.
The maximum value of the occupant deceleration G1 can be reduced by reducing the difference between 1 and the vehicle body deceleration G2 as much as possible.

As described above, the chassis is controlled by controlling the deceleration generated in the seat 3 (buckle 8) so as to have a predetermined optimum deceleration waveform, that is, the optimum deceleration waveform is generated by the above process. 1, body part 2,
By designing the shock absorber 9a, the control gap d, the slide guide structure 4, etc., the function of significantly reducing the occupant deceleration G1 can be exhibited.

Next, a second embodiment will be described below with reference to FIGS. 7 and 8. Note that FIG. 7 is a diagram corresponding to FIG. 1 and FIG. 8 is a diagram corresponding to FIG. 2, and the same portions as those in the above-described illustrated example are denoted by the same reference numerals and detailed description thereof will be omitted.

In the second embodiment, the movable floor 12 as a controlled mass member is integrally attached to the arm 11. As a result, the chassis 1, the seat 3, and the movable floor 12 can move integrally. Therefore, when the mass of the seat alone is insufficient to generate a suitable deceleration at the time of the collision, the movable floor 12 may be set to a necessary mass, and the chassis 1 needs to be largely redesigned. There is no. Furthermore, it is easy to increase or decrease the mass of the movable floor 12, and the deceleration at the time of the collision can be set arbitrarily, so that the versatility of the occupant protection device having the structure of the present invention can be enhanced.

[0031]

As described above, according to the present invention, the chassis extending in the front-rear direction, the seat integrally supported by the chassis, and the vehicle body portion can be relatively moved in the front-rear direction,
At the time of a frontal collision, the chassis is moved backward relative to the vehicle body to generate a deceleration larger than the average deceleration (deceleration of the entire vehicle) on the seat, and when the vehicle moves a predetermined amount, the movement is called the chassis. The deceleration in the opposite direction is generated in the seat by blocking it by the acceleration generating means provided between the vehicle body and the vehicle, and at the end of the collision, the occupant and the vehicle as a whole decelerate at an average deceleration. Therefore, it is possible to realize a preferable vehicle deceleration waveform without causing the occupant deceleration to rapidly increase. As a result, not only is it possible to significantly reduce the impact on the occupant with a smaller vehicle body deformation amount (dynamic stroke) than before, but also
Since the amount of movement of the occupant in the vehicle with respect to the vehicle body can be further reduced compared to the case where the occupant deceleration is reduced by using, for example, the load limiter (E / A) of the restraint device, the possibility of a secondary collision also occurs. The size of the vehicle body can be reduced and the structure is simple, so that a compact body size can be realized. In particular, by providing the control mass member integrally with the seat, the mass on the chassis side can be adjusted, and it is possible to suitably cope with differences in vehicle types.

[Brief description of 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.

FIG. 3 is a perspective view showing a slide guide structure between a chassis and a vehicle body part.

FIG. 4 is a schematic diagram of a vehicle showing a state in the initial stage of a collision.

FIG. 5 is a schematic view of the vehicle showing a state in the middle of the collision.

FIG. 6 is a schematic view of the vehicle showing a state in the latter half of the collision.

FIG. 7 is a diagram corresponding to FIG. 1 showing a second embodiment.

8 is a view corresponding to FIG. 2 taken along line VIII-VIII in FIG. 7.

FIG. 9 is a diagram showing deceleration waveforms of an occupant and a seat.

[Explanation of symbols]

1 chassis 2 body part 2a passenger compartment 2b floor panel 3 seats (seat belt integrated seat) 4 Slide guide structure 6 seat belts 9a Buffer (acceleration generating means) 9b Stopper part (acceleration generating means) 12 Movable floor (controlled mass member)

Claims (2)

[Claims] 1. A chassis extending in the front-rear direction of a vehicle,
The vehicle body portion that defines the vehicle compartment is a separate body, and both are relatively movable in the front-rear direction, and the chassis and the front end portions of the vehicle body portion are more than the vehicle body portion at the time of a frontal collision. The chassis is made of a structure and / or material that decelerates earlier and moves relatively rearward. The seatbelt-integrated seat is supported by the chassis, and when the chassis and the vehicle body part move a predetermined amount relative to each other, An occupant protection device characterized in that acceleration generating means for applying a force in a direction preventing relative movement to the vehicle body portion is provided between the chassis and the vehicle body portion. 2. The occupant protection device according to claim 1, wherein a controlled mass member is attached to the seatbelt-integrated seat.