JP2005081923A - Collision shock-absorber equipment for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision shock-absorber equipment for a vehicle capable of dampening collision occurring when a personal vehicle and another vehicle collide to each other with a part of collision energy during a collision of the vehicles being applied as a kinetic energy of the personal vehicle. <P>SOLUTION: The collision shock-absorber equipment for a vehicle is provided with a right side collision detecting sensor S1, a left side collision detecting sensor S2, and further comprises an electric control unit ECU for controlling an operation of an inflator for each of the under-air bags 13, 16 in response to a signal from each of the sensors S1, S2. Both under-air bags 13, 16 are a friction resistance reducing means for use in reducing a frictional resistance between vehicle tires TR, TL and a road surface G through both operations. When it is determined that the vehicle is in a collision state, the electric control unit ECU operates both under-air bags 13, 16. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a collision impact mitigation device for a vehicle, and more particularly, to a collision impact mitigation device for a vehicle that mitigates an impact when a host vehicle (hereinafter sometimes simply referred to as a vehicle) collides with another vehicle.

In order to alleviate the impact when the host vehicle collides with another vehicle, an occupant protection device such as an airbag device is generally provided in the vehicle interior. In addition, in order to mitigate the impact when the host vehicle collides with another vehicle, the vehicle height of the host vehicle is adjusted to the vehicle height position set at the time of the vehicle collision so that the vehicle body of the host vehicle is accurately deformed. For example, Patent Document 1 below discloses the above.
JP 2000-95130 A

  In the apparatus disclosed in Japanese Patent Application Laid-Open No. 2000-95130, the collision energy can be absorbed by the vehicle body of the host vehicle being accurately deformed when the vehicle collides, and the impact received by the host vehicle when the vehicle collides. It can be mitigated. However, the deformation of the body of the host vehicle has physical limitations due to various restrictions such as ensuring the comfort of the passenger compartment and various body style requirements.

  The present invention has been made in view of the above-described actual situation, and by reducing a part of the collision energy at the time of the vehicle collision to the kinetic energy of the own vehicle, the impact at the time of collision between the own vehicle and the other vehicle is reduced. An object of the present invention is to provide a collision impact mitigation device for a vehicle.

  The present invention includes a collision determination unit that determines whether or not a vehicle is in a collision state or a collision unavoidable state, a frictional resistance reduction unit that reduces frictional resistance between a tire and a road surface of the vehicle by operation, and the frictional resistance. Control means for controlling the operation of the reduction means is provided, and the control means operates the frictional resistance reduction means when the collision determination means determines that the vehicle is in a collision state or a collision inevitable state. There is.

  In this collision impact mitigation device for a vehicle, when the collision determination means determines that the vehicle is in a collision state or a collision unavoidable state, the control means operates the friction resistance reduction means. The frictional resistance between the tire and the road surface is reduced. Therefore, for example, when another vehicle collides with the side surface of the own vehicle, a part of the collision energy at the time of the vehicle collision can be used as the kinetic energy of the own vehicle (the movement in the collision direction of the own vehicle). Thus, it is possible to mitigate the impact when the host vehicle collides with another vehicle, and to absorb a part of the collision energy by the deformation of the host vehicle.

  In carrying out the present invention, a moving direction determining means for determining the moving direction after the collision of the vehicle is provided, and the moving direction side after the collision of the vehicle is raised based on the determination result of the moving direction determining means to tilt the vehicle body. It is also possible to provide vehicle body tilting means. In this case, it is possible to suppress the body of the host vehicle from tilting toward the moving direction due to the collision of the vehicle, and it is possible to suppress rolling of the vehicle such as vehicle rollover.

  Further, in implementing the present invention, a spin state determination unit for determining whether or not the vehicle is in a spinning state is provided, and the spin state determination unit determines that the vehicle is in a spinning state. Sometimes it is possible to provide a prohibiting means for prohibiting the operation of the frictional resistance reducing means. In this case, it is possible to operate only when the frictional resistance reducing means functions effectively, and it is possible to reduce the repair cost after the vehicle collision.

  In implementing the present invention, the frictional resistance reducing means may be configured to make the frictional resistance in one direction smaller than the frictional resistance in the other direction. In this case, the moving direction of the host vehicle after the vehicle collision can be restricted, and the vehicle behavior of the host vehicle can be stabilized.

  In implementing the present invention, the frictional resistance reducing means may be an airbag provided at the lower part of the vehicle and inflated and deployed between the vehicle and the road surface. In this case, the airbag can be inflated and deployed instantaneously after a vehicle collision, and the frictional resistance between the tire of the host vehicle and the road surface can be instantaneously reduced.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 to 4 schematically show a collision impact mitigation device for a vehicle according to the present invention. This collision impact mitigation device includes a right side collision detection sensor S1, a left side collision detection sensor S2, and a yaw rate sensor S3. A curtain airbag 11, a right side airbag 12, a right under airbag 13 and a left curtain airbag 14, a left side airbag 15, and a left under airbag 16 are provided.

  The right side collision detection sensor S1 is a sensor for detecting, for example, that the other vehicle B has collided with the right side of the host vehicle A, and is connected to the electric control unit ECU as shown in FIG. The left side collision detection sensor S2 is a sensor for detecting, for example, that another vehicle B has collided with the left side of the host vehicle A, and is connected to the electric control unit ECU as shown in FIG. The yaw rate sensor S3 is a sensor for detecting the yaw rate of the host vehicle A, and is connected to the electric control unit ECU as shown in FIG.

  The right curtain airbag 11 protects the head of the right seat occupant, and is provided at the upper right side in the vehicle interior. The right curtain occupant head 11 and the vehicle body are actuated by the operation output of the right curtain airbag inflator 21. It is comprised so that it may expand / deploy in between. As shown in FIG. 4, the right curtain airbag inflator 21 is connected to the electric control unit ECU, and when the other vehicle B collides with the right side of the host vehicle A, for example (at the time of the right side collision), the electric control unit It is configured to operate and output based on an output signal from the ECU.

  The right side airbag 12 protects the side portion of the right seat occupant and is provided at the right center portion of the passenger compartment. The right side airbag 12 is connected to the side portion of the right seat occupant by the operation output of the right side airbag inflator 22. It is configured to expand and deploy between the vehicle bodies. As shown in FIG. 4, the right-side airbag inflator 22 is connected to the electric control unit ECU, and when the other vehicle B collides with the right side of the host vehicle A, for example (at the time of the right side collision), the electric control unit It is configured to operate and output based on an output signal from the ECU.

  The right under air bag 13 reduces the frictional resistance between the right tire TR and the road surface G by the inflating and deploying operation, and is provided at the lower right side outside the passenger compartment, and the operation of the right under air bag inflator 23 is operated. The vehicle is inflated and deployed between the own vehicle A and the road surface G by the output. As shown in FIG. 4, the right under airbag inflator 23 is connected to the electric control unit ECU, and when the other vehicle B collides with the right side when the host vehicle A is not spinning, the electric control unit When the other vehicle B collides with the left side when the host vehicle A does not spin and operates with a low output signal based on a low output signal from the ECU, a high output signal is generated based on a high output signal from the electric control unit ECU. It is configured to operate.

  The left curtain airbag 14 protects the head of the left seat occupant, and is provided on the upper left side in the passenger compartment. The left curtain occupant's head and the vehicle body are actuated by the operation output of the left curtain airbag inflator 24. It is comprised so that it may expand / deploy in between. As shown in FIG. 4, the left curtain airbag inflator 24 is connected to the electric control unit ECU. When the other vehicle B collides with the left side of the host vehicle A (when the left side collision occurs), the electric control unit It is configured to operate and output based on an output signal from the ECU.

  The left side airbag 15 protects the side portion of the left seat occupant, and is provided at the left center portion of the vehicle interior. The left side airbag 15 is provided with the side portion of the left seat occupant by the operation output of the left side airbag inflator 25. It is configured to expand and deploy between the vehicle bodies. As shown in FIG. 4, the left-side airbag inflator 25 is connected to the electric control unit ECU, and when the other vehicle B collides with the left side of the host vehicle A (when the left side collision occurs), the electric control unit It is configured to operate and output based on an output signal from the ECU.

  The left under air bag 16 reduces the frictional resistance between the left tire TL and the road surface G by the inflating and deploying operation, and is provided at the lower left side outside the passenger compartment. The operation of the left under air bag inflator 26 is operated. The vehicle is inflated and deployed between the own vehicle A and the road surface G by the output. As shown in FIG. 4, the left under airbag inflator 26 is connected to the electric control unit ECU, and when the other vehicle B collides with the left side when the host vehicle A is not spinning, the electric control unit ECU It operates at Low output based on the low output signal from the vehicle, and operates at High output based on the high output signal from the electric control unit ECU when the other vehicle B collides with the right side when the host vehicle A is not spinning. It is configured as follows.

  Each of the under airbags 13 and 16 is formed by coating the surface of the airbag material with a material having a lower coefficient of friction than the materials of the tires TR and TL, as shown in FIGS. 2 and 3. In addition, four laterally extending protrusions 13a, 16a extending in the left-right direction of the vehicle are provided on the road surface side (lower side), and the friction resistance in the vehicle left-right direction is compared with the friction resistance in the vehicle front-rear direction when inflated and deployed. It is set as the structure made small. Further, each under airbag 13, 16 is supplied with a high output from each inflator 23, 26 in comparison with a vehicle body lifting amount (expansion amount) when a low output is supplied from each inflator 23, 26. The vehicle body lifting amount is increased, and also functions as vehicle body tilting means.

  Each of the inflators 23 and 26 for the under air bag can ignite two squibs (not shown) at the same time based on a high output signal from the electric control unit ECU to obtain a high output, and a low output from the electric control unit ECU. A low output can be obtained by delaying the ignition timing of the two squibs by several tens of ms based on the output signal.

  As schematically shown in FIG. 4, the electric control unit ECU is connected to each of the inflators 21 to 26 and connected to each of the sensors S1 to S3, and executes the program corresponding to the flowchart of FIG. (Executed every predetermined short time) to control the operations of the inflators 21 to 26 based on the detection results from the sensors S1 to S3.

  In this embodiment configured as described above, in a state where the host vehicle A is not colliding and is not spinning, in step 101 of FIG. 5, based on the signals from the both-side collision detection sensors S1 and S2. “No” is determined, “No” is determined based on the signal from the yaw rate sensor S3 in Step 102, and the flag is set to “0” in Step 104. Further, when the vehicle A is spinning in a state where it does not collide, “No” is determined based on the signals from the both-side collision detection sensors S1 and S2 in step 101 of FIG. Based on the signal from the yaw rate sensor S3, “Yes” is determined, and in step 103, the flag is set to “1”.

  Further, when the other vehicle B collides with the right side when the host vehicle A is not spinning, it is determined as “Yes” based on the signals from the both-side collision detection sensors S1 and S2 in step 101 of FIG. In step 105, “Yes” is determined based on the signals from the both-side collision detection sensors S1, S2, and step 106 is executed. In step 108 and step 109, “Yes” is determined, and step 110 is performed. 111 are executed. Step 108 is a spin state determination means, and step 109 is a movement direction determination means.

  Therefore, at this time, the right curtain airbag inflator 21 and the right side airbag inflator 22 operate and output based on an output signal from the electric control unit ECU, and the right curtain airbag 11 and the right side airbag 12 are output. Expands and expands instantaneously. At this time, the right under airbag inflator 23 operates with a low output based on the low output signal from the electric control unit ECU, and the left under airbag inflator 26 operates based on the high output signal from the electric control unit ECU. Thus, the two under airbags 13 and 16 are inflated and deployed instantaneously by operating at a high output.

  Therefore, at this time, the right seat airbag 11 and the right side airbag 12 in the passenger compartment are inflated and deployed to protect the right seat occupant, and the under airbags 13 and 16 are inflated and deployed, so that FIG. ), The vehicle body is lifted, and the frictional resistance between the tires TR and TL of the host vehicle A and the road surface G is instantaneously reduced. As a result, a part of the collision energy at the time of the vehicle collision can be set as the kinetic energy of the own vehicle A (the movement to the left as shown in FIG. 6C). It is possible to alleviate the impact when the other vehicle B collides, and to absorb a part of the collision energy by deformation of the vehicle body of the own vehicle A.

  Further, at this time, the right under airbag inflator 23 operates with a low output and the left under airbag inflator 26 operates with a high output, so that the moving direction side of the own vehicle A after the vehicle collision, that is, the left side is raised. It is possible to tilt the vehicle body. For this reason, it can suppress that the vehicle body of the own vehicle A tilts to the moving direction side, that is, the left side, and it is possible to suppress rolling of the vehicle such as vehicle rollover.

  On the other hand, when the other vehicle B collides with the left side when the host vehicle A is not spinning, it is determined as “Yes” based on the signals from the both-side collision detection sensors S1 and S2 in step 101 of FIG. In step 105, “No” is determined based on the signals from the both-side collision detection sensors S1 and S2, and step 107 is executed. In step 108, “Yes” is determined. In step 109, “No” is determined. As a result, steps 112 and 113 are executed.

  Therefore, at this time, the left curtain airbag inflator 24 and the left side airbag inflator 25 operate and output based on the output signal from the electric control unit ECU, and the left curtain airbag 14 and the left side airbag 15 are output. Expands and expands instantaneously. Further, at this time, the right under airbag inflator 23 operates at a high output based on a high output signal from the electric control unit ECU, and the left under airbag inflator 26 is based on a low output signal from the electric control unit ECU. The two under airbags 13 and 16 are inflated and deployed instantaneously by operating at low output.

  Therefore, at this time, the left curtain airbag 14 and the left side airbag 15 in the passenger compartment are inflated and deployed to protect the passenger in the left seat, and the underbody airbags 13 and 16 are inflated and deployed to lift the vehicle body. Thus, the frictional resistance between the tires TR and TL of the host vehicle A and the road surface G is instantaneously reduced. As a result, a part of the collision energy at the time of the vehicle collision can be used as the kinetic energy of the own vehicle A (move to the right), and the impact when the own vehicle A and the other vehicle B collide can be reduced. And a part of the collision energy can be absorbed by the vehicle body deformation of the host vehicle A.

  Also, at this time, the left under airbag inflator 26 operates at a low output and the right under airbag inflator 23 operates at a high output, so that the moving direction side of the own vehicle A after the vehicle collision, that is, the right side is raised. It is possible to tilt the vehicle body. For this reason, it can suppress that the vehicle body of the own vehicle A tilts to the moving direction side, that is, the left side, and it is possible to suppress rolling of the vehicle such as vehicle rollover.

  Further, when the other vehicle B collides with the right side while the host vehicle A is spinning, it is determined “Yes” based on the signals from the both-side collision detection sensors S1 and S2 in step 101 of FIG. In step 105, “Yes” is determined based on the signals from the both-side collision detection sensors S1, S2, and step 106 is executed. In step 108, “No” is determined, and execution of the program is terminated. The

  Therefore, at this time, the right curtain airbag inflator 21 and the right side airbag inflator 22 operate and output based on an output signal from the electric control unit ECU, and the right curtain airbag 11 and the right side airbag 12 are output. Expands and expands instantaneously. Therefore, at this time, the right seat airbag 11 and the right side airbag 12 in the vehicle compartment are inflated and deployed to protect the passenger in the right seat.

  On the other hand, when the other vehicle B collides with the left side when the host vehicle A is not spinning, it is determined as “Yes” based on the signals from the both-side collision detection sensors S1 and S2 in step 101 of FIG. In step 105, “No” is determined based on the signals from the both-side collision detection sensors S1, S2, and step 107 is executed. In step 108, “No” is determined, and execution of the program is terminated. The

  Therefore, at this time, the left curtain airbag inflator 24 and the left side airbag inflator 25 operate and output based on an output signal from the electric control unit ECU, and the left curtain airbag 14 and the left side airbag 15 are output. Expands and expands instantaneously. Therefore, at this time, the left seat airbag 14 and the left side airbag 15 in the passenger compartment are inflated and deployed to protect the passenger in the left seat.

  By the way, in this embodiment, while providing the step 108 (spin state determination means) for determining whether or not the host vehicle A is in a spinning state, the host vehicle A is spun by the spin state determination unit. The operation of both the under airbags 13 and 16 is prohibited when it is determined that the vehicle is in a state of being in the state. For this reason, it can operate only when both the under airbags 13 and 16 function effectively, and it can aim at reduction of the repair cost after a vehicle collision.

  Further, in this embodiment, as shown in FIGS. 2 and 3, the under airbags 13 and 16 are configured to make the frictional resistance in the vehicle left-right direction smaller than the frictional resistance in the vehicle front-rear direction. ing. For this reason, the moving direction of the own vehicle A after a vehicle collision can be regulated, and the vehicle behavior of the own vehicle A can be stabilized.

  In the above embodiment, the left and right under airbags 13 and 16 are employed as the friction reducing means for reducing the frictional resistance between the vehicle tires TR and TL and the road surface G by operation. It is also possible to implement by adopting means. In the above-described embodiment, the left and right under airbags 13 and 16 are provided with the horizontally long projecting portions 13a and 16a extending in the left-right direction of the vehicle, and the friction resistance in the vehicle left-right direction is reduced in the vehicle front-rear direction during inflation and deployment. Although it is configured to be smaller than the resistance, by adjusting the surface shape (weave, mesh, etc.) of the ground contact surface in the left and right under airbags 13 and 16, the frictional resistance in the vehicle left-right direction is reduced in the vehicle front-rear direction friction. It is also possible to make it smaller than the resistance.

  Moreover, in the said embodiment, although comprised so that it might determine whether a vehicle is in a collision state based on the signal from the right side collision detection sensor S1 and the left side collision detection sensor S2, it implemented. Instead of determining whether or not the vehicle is in a collision state, it is also possible to implement the configuration so as to determine whether or not the vehicle is in a collision unavoidable state. In this case, instead of the right-side collision detection sensor S1 and the left-side collision detection sensor S2, radar sensors are arranged on the left and right sides, and it is determined whether or not the vehicle is in a collision unavoidable state based on signals from these radar sensors. Need to be configured.

1 is a rear view schematically showing an embodiment of a collision impact mitigation device for a vehicle according to the present invention. FIG. 2 is a front view of a single under air bag shown in FIG. 1. FIG. 2 is a bottom view of the single under airbag shown in FIG. 1. It is a circuit diagram which shows the connection relationship of each sensor and each air bag inflator shown in FIG. 1, and an electric control apparatus. It is a flowchart of the program performed with the electric control apparatus shown in FIG. It is an operation explanatory view in the case where another vehicle side impacts from the right side in the embodiment shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Right curtain airbag, 12 ... Right side airbag, 13 ... Right under airbag, 13a ... Horizontal protrusion, 14 ... Left curtain airbag, 15 ... Left side airbag, 16 ... Left under airbag, 16a ... Long side projection, 21. Inflator for right curtain airbag, 22. Inflator for right side airbag, 23. Inflator for right under airbag, 24. Inflator for left curtain airbag, 25. Inflator for left side airbag , 26 ... Inflator for left under airbag, S1 ... Right side collision detection sensor, S2 ... Left side collision detection sensor, S3 ... Yaw rate sensor, ECU ... Electric control device, TR, TL ... Tire, G ... Road surface, A ... Own vehicle, B ... Other vehicles

Claims (5)

  Collision determination means for determining whether or not the vehicle is in a collision state or a collision inevitable state, friction resistance reduction means for reducing the friction resistance between the vehicle tire and the road surface by operation, and operation of the friction resistance reduction means Control means for controlling the vehicle, and when the collision determination means determines that the vehicle is in a collision state or a collision inevitable state, the control means activates the frictional resistance reduction means. Impact shock mitigation device.   2. The collision impact mitigation device for a vehicle according to claim 1, further comprising a movement direction determination means for determining a movement direction after the collision of the vehicle, and a movement direction after the collision of the vehicle based on a determination result of the movement direction determination means. A collision impact mitigation device for a vehicle, characterized in that a vehicle body tilting means for tilting the vehicle body with the side raised is provided.   The collision impact mitigation device for a vehicle according to claim 1, wherein a spin state determination unit that determines whether or not the vehicle is in a spinning state is provided, and the vehicle is spinning by the spin state determination unit. A collision impact mitigation device for a vehicle, comprising: prohibiting means for prohibiting the operation of the frictional resistance reducing means when it is determined that   2. The collision impact mitigating device for a vehicle according to claim 1, wherein the frictional resistance reducing means is configured to make the frictional resistance in one direction smaller than the frictional resistance in the other direction. Mitigation device. 5. The collision impact mitigation device for a vehicle according to claim 1, wherein the frictional resistance reducing unit is an airbag provided at a lower portion of the vehicle and inflated and deployed between the vehicle and a road surface. A collision impact mitigation device for a vehicle.

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