JP2006142951A - Vehicle body upper part structure and grounding place detection method in rolling over of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide vehicle body upper part structure capable of appropriately operating an occupant protection device corresponding to a grounding place of the vehicle body upper part in rolling over. <P>SOLUTION: The vehicle body upper part structure is provided with a plurality of occupant protection devices 1A, 1B which are respectively disposed at both right and left side in the cabin, and protects the occupant in case of emergency, a reinforcing member 10 which is disposed at the area contacting of a roof R in rolling over, a deformation detection means 20 which is provided at the appropriate place of the reinforcing member 10, and detects the deformation state of the reinforcing member 10, and a protective device operation means 30 which detects the grounding place of the roof R in rolling over by the information from the deformation detection means 20, and operates the specific occupant protection device 1A or 1B according to the deformation place. The ground place of the actual roof R in rolling over is precisely detected and the occupant protection effect can be improved by enabling the operation of the occupant protection device 1A or 1B appropriately corresponding to the grounding place in rolling over. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle body upper structure of an automobile and a method for detecting a ground contact point when a vehicle is rolled over.

  As a conventional occupant protection measure at the time of rollover (rollover), there is a control device for an occupant protection device as shown below, which is a vehicle state represented by the roll angle of the vehicle and the roll rate of the vehicle. When entering a rollover region defined by a threshold line that defines the relationship between the roll angle and the roll rate, or when the vehicle condition is defined by a threshold line that defines the relationship between the lateral acceleration and the roll rate. When entering the rollover region, it is determined that rollover occurs in the vehicle.

Then, when only the occupant protection device on the rollover side is activated, and then it is determined that the vehicle further rolls, the occupant protection device is activated appropriately at the time of rollover of the vehicle by activating the vehicle protection device that is not on the rollover side. (For example, refer to Patent Document 1).
Japanese Patent Application Laid-Open No. 2002-200962 (pages 4-6, FIG. 1)

However, in such a conventional occupant protection device control device, the assumed rollover region is determined based on detection signals from the lateral acceleration sensor and the roll angle sensor,
This control device is based on the assumption that the vehicle body is sequentially grounded from the roll side at the time of rollover.

  However, when the vehicle rolls over due to rollover, the initial grounding occurs when the vehicle is grounded from the rolled side, when it is grounded from the side opposite to the side where the vehicle bounces and rolls, and near the center of the vehicle roof. There are three possible grounding conditions for grounding.

  As described above, since the ground contact portion of the roof on the upper surface of the vehicle body at the time of rollover is not necessarily the rolled side, it may be difficult for the conventional control device to properly operate the occupant protection device. There is.

  Accordingly, the present invention provides a vehicle body upper structure and a method for detecting a ground contact point during a rollover of a vehicle so that an occupant protection device can be appropriately operated in response to the ground contact point at the top of the vehicle body during a rollover.

In the vehicle body superstructure of the present invention, a plurality of occupant protection devices respectively disposed on the left and right sides of the passenger compartment to protect the occupant in an emergency,
A reinforcing member arranged in a region where the roof contacts the ground at the time of rollover,
A deformation detecting means provided at an appropriate location of the reinforcing member to detect the deformation state of the reinforcing member;
The most important feature is that it includes a protective device operating means that detects a ground contact point of the roof at the time of rollover based on information from the deformation detection means and operates a specific occupant protection device according to the deformation location. To do.

  Further, according to the method of detecting a ground contact point at the time of rollover of the vehicle according to the present invention, a reinforcing member is disposed in a region where the roof contacts the ground at the time of rollover, and the deformation detection means provided at an appropriate position of the reinforcing member It is characterized in that a ground contact point of the roof is detected, and a specific occupant protection device among a plurality of occupant protection devices is operated in accordance with the deformed portion.

  According to the vehicle body superstructure of the present invention and the method for detecting a ground contact point at the time of rollover of a vehicle, a reinforcing member is arranged in a region where the roof contacts the ground at the time of rollover, so that when the vehicle rolls over due to rollover, The reinforcing member corresponding to the grounding location is deformed, and this deformation state is detected by the deformation detecting means, whereby the actual grounding location of the roof at the time of rollover can be detected with high accuracy.

  Therefore, by operating a specific occupant protection device among a plurality of occupant protection devices according to the deformed location of the roof detected by the protection device operating means, an occupant protection device that appropriately corresponds to the grounding location at the time of rollover The occupant protection effect can be enhanced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 11 show a first embodiment of a vehicle body superstructure according to the present invention, FIG. 1 is a side view of a vehicle body showing a state of arrangement of deformation detection means, an occupant protection device, and protection device operation means, and FIG. 3 is an overall perspective view showing the structure, FIG. 3 is a plan view showing the arrangement state of the reinforcing member, FIG. 4 is an exploded perspective view showing the skeleton structure around the roof, FIG. 5 is an enlarged perspective view of the reinforcing member, and FIG. 7 is an enlarged perspective view of part A, FIG. 7 is a detailed view of the deformation detection means, FIG. 8 is an explanatory diagram for experimenting on the performance of the deformation detection means, and FIG. 9 is a state of generation of voltages generated by the loads Fα to Fγ in FIG. FIG. 10 is a diagram illustrating the voltage waveform of the sensor at the time of rollover when (a) is grounded from the roof left side and (b) is when the roof is grounded from the roof right side. FIG. 11 (c) is an explanatory view showing a case where the roof is grounded substantially from the center, and FIG. These are explanatory drawings which show the algorithm from the detection of rollover to the operation of the occupant protection device.

  As shown in FIG. 1, the vehicle body superstructure of the first embodiment is arranged on the left and right sides of the interior of the vehicle M, respectively, and left and right curtain airbags as a plurality of occupant protection devices that protect the occupant C in an emergency. 1A, 1B, a region where the roof R contacts the ground at the time of rollover, that is, in this embodiment, a reinforcing member 10 disposed in a substantially first half region of the roof R, and a deformed state of the reinforcing member 10 provided at appropriate positions of the reinforcing member 10 The sensor 20 serving as a deformation detecting means for detecting the detection and the grounding location of the roof R at the time of rollover is detected based on the information from the sensor 20, and the specific curtain airbag 1A or 1B is operated according to the deformation location. And a controller 30 as a protective device operating means.

  In the present embodiment, an RO detection sensor 31 that detects rollover is provided at the front of the vehicle, and a rollover detection signal from the RO detection sensor 31 is input to the controller 30.

  In addition, according to the method for detecting a grounding location at the time of rollover of the vehicle according to the present embodiment, the reinforcing member 10 is disposed in a region where the roof R is grounded at the time of rollover, and the sensor 20 provided at an appropriate location of the reinforcing member 10 is used. A grounding location of the roof R at the time of rollover is detected, and a specific curtain airbag 1A or 1B of the left and right curtain airbags 1A and 1B is activated according to the deformation location.

  As shown in FIGS. 2 and 3, the reinforcing member 10 includes a front center left upper end portion (upper end portion of the left front pillar 2A) and a vehicle upper end right end portion (right roof side rail 3B) in a substantially central portion (right side). The first reinforcing frame 10A connecting the upper end portion of the center pillar 4B), the vehicle front right upper end portion (upper end portion of the right front pillar 2B), and the vehicle upper end left portion (left roof side rail 3A) in the front-rear direction substantially center portion. (The upper end portion of the left center pillar 4A) and the second reinforcing frame 10B. The first and second reinforcing frames 10A and 10B are joined at the intersecting portion of each other, and the intersecting joint portion 10C is connected to the vehicle width. The sensor 20 is disposed at the cross-joining portion 10C while being disposed at the center in the direction.

  In the present embodiment, as shown in FIG. 3, the first and second reinforcing frames 10A and 10B are formed in a substantially straight shape and arranged in an X shape, and the bending strength of the cross-joining portion 10C is set to a first value. As a stress / strain detection sensor that is larger than the general portions 10An and 10Bn of the second reinforcement frames 10A and 10B and that detects the stress / strain of the first and second reinforcement frames 10A and 10B. The first and second sensors 20A and 20B are configured so that the first and second sensors 20A and 20B are provided above and below the central portion in the cross junction 10C.

  As shown in FIG. 3, the pair of left and right roof side rails 3A and 3B are connected to a front roof rail 5 and a rear roof rail 6 across the front end portion and the rear end portion, respectively, and these roof side rails 3A and 3B and The front and rear roof rails 5 and 6 form a flat rectangular roof skeleton.

  Further, as shown in FIG. 3, the cross joint portion 10 </ b> C includes a substantially middle line L <b> 1 connecting the upper end of the left center pillar 4 </ b> A and the upper end of the right center pillar 4 </ b> B and a substantially middle position in the vehicle width direction of the front roof rail 5. The cross joint portion 10C is arranged at the center in the vehicle width direction by being positioned on the connected straight line L2.

  An example of the structure around the roof R including the connecting portions of the first and second reinforcing frames 10A and 10B and the left and right front pillars 2A and 2B and the left and right center pillars 4A and 4B is shown on the left side of the automobile M. As shown in FIG. 4, the first and second reinforcing frames 10A and 10B are formed in reverse hat-shaped cross sections projecting downward as shown in FIG. 5, and the front pillars 2A and 2B and the center pillars 4A and 4B are formed. Are formed in a triple structure by pillar inners 2c, 4c and pillar outers 2d, 4d, and pillar reinforcements 2e, 4e disposed between the inner and outer members.

  Even in the left and right roof side rails 3A and 3B, a triple structure of a roof side rail inner 3c, a roof side rail outer 3d, and a roof side rail reinforcement 3e is formed.

  A front pillar joint 3f is formed at the front end of the roof side rail inner 3c in a direction extending from the upper end of the pillar inner 2c of the front pillars 2A and 2B toward the center of the roof R, and the roof side rail inner 3c At the center, a center pillar joint 3g is formed in a direction extending from the upper end of the pillar inner 4c of the center pillars 4A and 4B toward the center of the roof.

  Then, the front end portion 10Af of the first reinforcing frame 10A is fitted and overlapped with the front pillar joint portion 3f, and the rear end portion 10Br of the second reinforcing frame 10B is fitted and overlapped with the center pillar joint portion 3g. They are joined together.

  On the other hand, a front roof rail joint 3h is formed at the front end of the roof side rail inner 3c so as to branch inward in the vehicle width direction so as to branch off from the front pillar joint 3f, and the vehicle of the front roof rail 5 is formed at the joint 3h. The ends in the width direction are joined. The rear roof rail 6 is joined to the roof side rails 3A and 3B with the same structure as the front roof rail 5.

  By the way, the above-mentioned peripheral structure on the left side of the roof R is the same even on the right side, and the front end portion 10Bf of the second reinforcing frame 10B is fitted to the front pillar joint portion 3f to be overlapped and joined, and the first reinforcing frame 10A. The rear end portion 10Ar is fitted and joined to the center pillar joint portion 3g.

  The first and second reinforcing frames 10A and 10B and the front and rear roof rails 5 and 6 have reverse hat-shaped cross sections including joints 3f, 3g, and 3h that connect both ends of the frames. The roof panel is joined to the flange K on the upper open side to form a closed section.

  As shown in FIG. 5, the cross joint portion 10C of the first and second reinforcing frames 10A and 10B intersects with a rectangular or rhombus shape by crossing the inverted hat-shaped cross sections of the first and second reinforcing frames 10A and 10B. By forming the rectangular or rhombus-shaped reinforcing ribs 11 along the inner peripheral shape so as to surround the inner periphery of the intersecting portion, the bending strength of the intersecting joint portion 10C is increased as described above. The first and second reinforcing frames 10A and 10B are made larger than the general portions 10An and 10Bn.

  Then, as shown in FIG. 6, the first and second sensors 20A and 20B are arranged in the cross joint portion 10C surrounded by the reinforcing ribs 11, and the first sensor is disposed on the upper surface of the bottom plate 10Cb of the cross joint portion 10C. 20A is attached and the second sensor 20B is attached to the bottom surface of the bottom plate 10Cb.

  At this time, the first sensor 20A is arranged at right angles to the longitudinal direction of the first reinforcing frame 10A, and the second sensor 20B is arranged at right angles to the longitudinal direction of the second reinforcing frame 10B.

  The first reinforcing frame 10A is the front frame 10A1 from the cross joint 10C to the front pillar joint 3f of the left front pillar 2A, and the rear frame 10A2 from the cross joint 10C to the center pillar joint 3g of the right center pillar 4B. The second reinforcing frame 10B has a front frame 10B1 from the cross joint 10C to the front pillar joint 3f of the right front pillar 2B, and a rear from the cross joint 10C to the center pillar joint 3g of the left center pillar 4A. Frame 10B2.

  The front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B have the same cross-sectional area.

  The first and second sensors 20A and 20B are configured by winding a copper wire 20c around a magnetic body 20m as shown in FIG. 7, and output a voltage value generated by a change in the generated magnetic field Mf. .

  That is, in general, the stress / strain detection sensor S is characterized by being attached to an intermediate portion of the beam B as shown in FIG. 8, for example, a vertical load Fα on the free end of the beam B, and an axial direction. When a load Fβ and an oblique load Fγ are applied, as shown in FIG. 9A, in the case of the load Fα, the peak voltage Wαp of the sensor signal waveform Wα affected by the bending stress of the load Fα. Is transmitted substantially later than the peak voltage Wβp of the sensor signal waveform Wβ affected by the axial stress of the load Fβ shown in FIG. 9B on the time axis. Further, the value of the peak voltage Wαp at this time is lower than the value of the peak voltage Wβp.

  On the other hand, the peak voltage of the sensor signal waveform Wγ of the load Fγ having two components of bending stress and axial stress generates a peak voltage Wγp that is first affected by the axial stress in the time axis, and then the bending stress. The affected peak voltage Wγp ′ is generated. Further, the stress / strain detection sensor S at this time is disposed so as to be orthogonal to the stress wave transmitted to the beam B.

  Therefore, when the automobile M rolls over and the roof R is grounded, the first and second reinforcing frames 10A and 10B are partially deformed according to the grounding location, and this is converted into the first and second sensors 20A and 20B. The voltage signal is detected and output at the time of rollover. Each signal when grounding from the left side of the roof R, when grounding from the right side of the roof R, and when grounding from the approximate center of the roof R at the time of rollover. The waveform is shown in FIG.

(1) The signal waveform W1 of the first and second sensors 20A and 20B when grounded from the left side of the roof is the second peak of the first peak voltage WpA1 of the first sensor 20A as shown in FIG. The first peak voltage WpB1 of the sensor 20B is higher, and the second peak voltage WpB2 of the second sensor 20B is higher than the second peak voltage WpA2 of the first sensor 20A.

(2) The signal waveform W2 of the first and second sensors 20A and 20B when grounded from the right side of the roof is the first peak voltage WpB1 of the second sensor 20B as shown in FIG. The first peak voltage WpA1 of the sensor 20A is higher, and the second peak voltage WpA2 of the first sensor 20A is higher than the second peak voltage WpB2 of the second sensor 20B.

(3) The signal waveforms W3 of the first and second sensors 20A and 20B when grounded from the approximate center of the roof are the first peak voltage WpA1 of the first sensor 20A and the second sensor 20B as shown in FIG. The first peak voltage WpB1 of the first sensor 20A is substantially equal to the second peak voltage WpA2 of the first sensor 20A and the second peak voltage WpB2 of the second sensor 20B is substantially equal.

  Therefore, by reading the signal waveform of the voltage output from the first and second sensors 20A and 20B, it is possible to detect the first grounding location of the roof R at the time of rollover. In this embodiment, FIG. The specific curtain airbag 1A or 1B is selected from the plurality of left and right curtain airbags 1A and 1B and activated / deployed by the above algorithm.

  That is, in the algorithm, when the roll detection is detected by the RO detection sensor 31 in step S1, and the roof R is grounded, voltage signals are output from the first sensor 20A and the second sensor 20B in steps S2 and S3, respectively.

  Each signal is input to the controller 30 in step S4, the first peak voltage WpA1 of the first sensor 20A is higher than the first peak voltage WpB1 of the second sensor 20B, and the second peak of the second sensor 20B. When the peak voltage WpB2 is higher than the second peak voltage WpA2 of the first sensor 20A, in step S5, the controller 30 determines that the initial grounding is on the left side of the roof R, and in step S6, the left curtain airbag 1A is first activated. Next, in step S7, the right curtain airbag 1B is activated and deployed after a lapse of a predetermined time.

  Further, the first peak voltage WpB1 of the second sensor 20B is higher than the first peak voltage WpA1 of the first sensor 20A, and the second peak voltage WpA2 of the first sensor 20A is the second peak voltage WpB2 of the second sensor 20B. If it is higher, the controller 30 determines that the initial grounding is the right side of the roof R in step S8, and first activates and deploys the right curtain airbag 1B in step S9, and then in step S10, the left side is left after a predetermined time has elapsed. The curtain airbag 1A is activated and deployed.

  In addition, the first peak voltage WpA1 of the first sensor 20A and the first peak voltage WpB1 of the second sensor 20B are substantially equal, and the second peak voltage WpA2 of the first sensor 20A and the second peak voltage of the second sensor 20B. When WpB2 is substantially equal, in step S11, it is determined that the initial grounding is substantially in the center of the roof R, and in step S12, the left curtain airbag 1A and the right curtain airbag 1B are simultaneously activated and deployed.

  With the above-described configuration, according to the vehicle body upper structure and the method for detecting a grounding location at the time of rollover according to the first embodiment, the reinforcing member 10 is disposed in a region where the roof R of the automobile M is grounded at the time of rollover. When the automobile M rolls over, the reinforcing member 10 corresponding to the grounding portion of the roof R is deformed, and this deformation state is detected by the sensor 20, so that the actual grounding portion of the roof R at the time of rollover is accurately detected by the controller 30. Can be detected.

  Therefore, the controller 30 activates the specific occupant protection device 1A or 1B among the plurality of curtain airbags 1A and 1B according to the detected deformation location of the roof R, so that it is appropriate for the ground contact location at the time of rollover. The curtain airbag 1A or 1B corresponding to the above can be actuated quickly, and the occupant protection effect can be enhanced.

  In this embodiment, in addition to the above-described effects, the reinforcing member 10 includes a first reinforcing frame 10A connecting the upper end of the left front pillar 2A and the upper end of the right center pillar 4B, and the upper end of the right front pillar 2B. And a second reinforcing frame 10B that connects the upper end of the left center pillar 4A, and the first and second reinforcing frames 10A and 10B are joined to each other at an intersecting portion. Since the sensor 20 is disposed at the cross-joining portion 10C in the center of the direction, the initial grounding location when the automobile M rolls over at the time of rollover is input to the first and second reinforcing frames 10A and 10B. Can be reliably captured as a deformation caused by the applied load, and the deformation can be accurately detected by the sensor 20 disposed in the cross-joint portion 10C. That.

  Further, the first and second reinforcing frames 10A and 10B are formed substantially linearly, and the bending strength of the cross joint portion 10C is made larger than the general portions 10An and 10Bn of the first and second reinforcing frames 10A and 10B. In addition, the sensor 20 is formed as first and second sensors 20A and 20B for detecting stress / strain of the first and second reinforcing frames 10A and 10B, and the first and second sensors 20A and 20B are formed. Since the cross joint 10C is provided at two locations above and below the central portion, the bending strength of the cross joint 10C is increased, so that the first and second sensors 20A and 20B disposed in the cross joint 10C The deformation of the first and second reinforcing frames 10A and 10B can be detected with high sensitivity, and more accurate signals can be output.

  Further, since the first and second sensors 20A and 20B capable of detecting stress / strain are used as the sensor 20, a signal waveform can be output in a short time (about 1/3 of the conventional acceleration sensor), and the curtain Responsiveness to actuate and deploy the airbags 1A and 1B can be further enhanced.

  Furthermore, the first and second sensors 20A and 20B capable of detecting stress / strain have a characteristic that the transmission speed of the signal waveform differs depending on the axial stress and the bending stress. Therefore, the first and second reinforcing frames 10A and 10B are simplified. The linear structure facilitates transmission of axial stress and bending stress and facilitates signal waveform processing with a small number of sensors.

  12 to 17 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 13 is an exploded perspective view showing a skeleton structure around the roof, FIG. 14 is an enlarged perspective view of a reinforcing member, FIG. 15 is an enlarged perspective view of a portion B in FIG. 14, and FIG. FIG. 17 is an explanatory diagram showing the case where the voltage waveform of the sensor is grounded from the left side of the roof in (a), the case of grounding from the right side of the roof in (b), and the case of grounding from the approximate center of the roof in FIG. It is explanatory drawing which shows the algorithm until it operates a passenger | crew protection device from a detection.

  The vehicle body upper structure of the second embodiment is basically the same as that of the first embodiment. As shown in FIG. 12, a reinforcing member 10 is arranged in a region where the roof R contacts the ground at the time of rollover. A sensor 21 as a deformation detection means is provided at an appropriate location of the member 10 to detect the deformation state of the reinforcing member 10, and as shown in FIG. 1, the information from the sensor 21 instead of the sensor 20 is used. A controller 30 that detects a ground contact point of the roof R at the time of rollover and operates a specific curtain airbag 1A or 1B according to the deformed point and an RO detection sensor 31 that detects a rollover are provided.

  Also in the present embodiment, the reinforcing member 10 includes the upper end of the left front pillar 2A (the vehicle front left upper end) and the upper end of the right center pillar 4B (the right edge of the vehicle upper end, as shown in FIG. 12). The first reinforcing frame 10A that connects the front and rear direction substantially central portion), the upper end portion of the right front pillar 2B (vehicle front right upper end portion) and the upper end portion of the left center pillar 4A (substantially central portion of the left edge of the vehicle upper end portion in the front and rear direction) ), And the first and second reinforcing frames 10A and 10B are joined at the crossing portions of each other, and the cross-joining portion 10C is disposed at the center in the vehicle width direction. The sensor 21 is disposed at the cross junction 10C.

  Here, the present embodiment is particularly different from the first embodiment in that each rear frame 10A2, which is behind the vehicle with respect to the cross joint portion 10C of the first and second reinforcing frames 10A, 10B, as shown in FIG. 10B2 is linearly arranged in the vehicle width direction, and the front frames 10A1 and 10B1 that are in front of the vehicle with respect to the cross-joining portion 10C of the first and second reinforcing frames 10A and 10B are arranged substantially linearly. And the bending strength of the cross joint portion 10C is larger than that of the general portions of the first and second reinforcing frames 10A and 10B, and the sensor 21 is connected to the first and second reinforcing frames 10A. , 10B, and the third / fourth / fifth sensors 21A, 21B, 21C serving as stress / strain detection sensors for detecting the stress / strain, and as shown in FIG. Fifth sensors 21A, 21B, and 21C are provided between the portions facing the front frames 10A1 and 10B1 of the first and second reinforcing frames 10A and 10B in the cross joint portion 10C and between the rear frames 10A2 and 10B2. is there.

  That is, the third, fourth, and fifth sensors 21A, 21B, and 21C of this embodiment are stress / strain detection sensors, and the same as the first and second sensors 20A and 20B used in the first embodiment. Each sensor 21A, 21B, 21C is attached to the upper surface of the bottom plate 10Cb of the cross joint 10C.

  Of course, the first sensor 21A is arranged at right angles to the longitudinal direction of the front frame 10A1 of the first reinforcement frame 10A, and the second sensor 21B is arranged at right angles to the longitudinal direction of the front frame 10B1 of the second reinforcement frame 10B. The third sensor 21C is disposed at right angles to the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B.

  Further, in this embodiment, even when the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B are linearly arranged in the vehicle width direction, the structure around the roof R is as shown in FIG. Yes.

  That is, as shown in FIG. 14, the first and second reinforcing frames 10A and 10B are formed in reverse hat-shaped cross sections that protrude downward as in the first embodiment, and the front end portion 10Af of the first reinforcing frame 10A is formed. The front pillar joint portion 3f of the left center pillar 2A is fitted and overlapped, and the rear end portion 10Ar of the first reinforcing frame 10A is fitted to the center pillar joint portion 3g of the right roof side rail 3B and overlapped. It is joined.

  Further, the front end portion 10Bf of the second reinforcement frame 10B is fitted and joined to the front pillar joint portion 3f of the right center pillar 2B, and the rear end portion 10Br of the second reinforcement frame 10B is joined to the left roof side rail 3A. The center pillar joint 3g is fitted and overlapped.

  Further, as in the first embodiment, the front pillars 2A and 2B and the center pillars 4A and 4B are formed in a triple structure by the pillar inners 2c and 4c, the pillar outers 2d and 4d, and the pillar reinforcements 2e and 4e, respectively. The left and right roof side rails 3A and 3B are formed in a triple structure by a roof side rail inner 3c, a roof side rail outer 3d, and a roof side rail reinforcement 3e.

  Further, even in the present embodiment, the first and second reinforcing frames 10A and 10B and the front and rear roof rails 5 and 6 are reverse to each other including the joint portions 3f, 3g, and 3h that connect both ends thereof. A roof panel is joined to the upper open side flange K having a hat-shaped cross section to form a closed cross section.

  In the present embodiment, the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B are linearly arranged in the vehicle width direction, so that the third, fourth and fifth as shown in FIGS. The cross-joint portion 10C in which the sensors 21A, 21B, and 21C are arranged has a pentagonal planar shape, and the periphery thereof is surrounded by the reinforcing rib 11a as in the first embodiment. A flange K in front of the rear frames 10A2 and 10B2 is continuously arranged as a rib 12 at the center of the rib 11a, and third and fourth sensors 21A and 21B are arranged in front of the vehicle with respect to the rib 12. In addition, a fifth sensor 21C is arranged behind the vehicle.

  FIG. 16 shows detection signals of the third, fourth, and fifth sensors 21A, 21B, and 21C in accordance with the grounding location when the automobile M rolls over and the roof R is grounded.

(1) The signal waveforms W4 of the third, fourth, and fifth sensors 21A, 21B, and 21C when grounding from the left side of the roof are the first peaks of the sensors 21A, 21B, and 21C, as shown in FIG. In the voltages WpA1, WpB1, and WpC1, the first peak voltage WpA1 of the third sensor 21A is the highest, then the first peak voltage WpB1 of the fourth sensor 21B, and the first peak voltage WpC1 of the fifth sensor 21C are higher in this order, and Among the second peak voltages WpA2, WpB2, and WpC2 of the sensors 21A, 21B, and 21C, the second peak voltage WpC2 of the fifth sensor 21C is the highest, and then the second peak voltage WpA2 and the fourth sensor of the third sensor 21A. The second peak voltage WpB2 of 21B increases in order.

(2) The signal waveforms W5 of the third, fourth, and fifth sensors 21A, 21B, and 21C when grounding from the right side of the roof are the first peaks of the sensors 21A, 21B, and 21C, as shown in FIG. In the voltages WpA1, WpB1, and WpC1, the first peak voltage WpB1 of the fourth sensor 21B is the highest, then the first peak voltage WpA1 of the third sensor 21A, and the first peak voltage WpC1 of the fifth sensor 21C are higher in this order. Among the second peak voltages WpA2, WpB2, and WpC2 of the sensors 21A, 21B, and 21C, the second peak voltage WpC2 of the fifth sensor 21C is the highest, and then the second peak voltage WpB2 and the third sensor of the fourth sensor 21B. The second peak voltage WpA2 of 21A increases in order.

(3) The signal waveforms W6 of the third, fourth, and fifth sensors 21A, 21B, and 21C when grounded from the approximate center of the roof are the first waveforms of the sensors 21A, 21B, and 21C as shown in FIG. In the peak voltages WpA1, WpB1, and WpC1, the first peak voltage WpA1 of the third sensor 21A and the first peak voltage WpB1 of the fourth sensor 21B are both the highest, and then the first peak voltage WpC1 of the fifth sensor 21C is the highest. In the second peak voltages WpA2, WpB2, and WpC2 of the sensors 21A, 21B, and 21C, the second peak voltage WpC2 of the fifth sensor 21C is the highest, and then the second peak voltage WpA2 and the fourth peak of the third sensor 21A are the fourth. Both the second peak voltages WpB2 of the sensor 21B are high.

  Therefore, even in this embodiment, the first grounding point of the roof R at the time of rollover is detected by reading the signal waveform of the voltage output from the third, fourth, and fifth sensors 21A, 21B, and 21C. In this embodiment, a specific curtain airbag 1A or 1B is selected from a plurality of left and right curtain airbags 1A and 1B by the algorithm shown in FIG.

  That is, in the algorithm, when the roll detection is detected by the RO detection sensor 31 in step S20 and the roof R is grounded, the third, fourth, and fifth sensors 21A, 21B, and 21C are detected in step S21, step S22, and step S23. Output voltage signals respectively.

  Each signal is input to the controller 30 in step S24, and the first peak voltages WpA1, WpB1, WpC1 are higher in the order of the third sensor 21A, the fourth sensor 21B, and the fifth sensor 21C, and the second peak voltage. When WpA2, WpB2, and WpC2 are higher in the order of the fifth sensor 21C, the third sensor 21A, and the fourth sensor 21B, the controller 30 determines that the initial grounding is the left side of the roof R in step S25, and the left curtain airbag in step S26. 1A is actuated / deployed first, and then the right curtain airbag 1B is actuated / deployed after a predetermined time has elapsed in step S27.

  The first peak voltages WpA1, WpB1, and WpC1 are higher in the order of the fourth sensor 21B, the third sensor 21A, and the fifth sensor 21C, and the second peak voltages WpA2, WpB2, and WpC2 are the fifth sensor 21C and the fourth sensor. In the order of 21B and the third sensor 21A, in step S28, the controller 30 determines that the initial grounding is on the right side of the roof R. In step S29, the right curtain airbag 1B is first activated and deployed, and then in step S30. The left curtain airbag 1A is actuated and deployed after a predetermined time has elapsed.

  Further, when the first peak voltages WpA1 and WpB1 of the third sensor 21A and the fourth sensor 21B are both equal and highest and the second peak voltage WpC2 of the fifth sensor 21C is highest, the initial grounding is roofed in step S31. In step S32, the left curtain airbag 1A and the right curtain airbag 1B are simultaneously activated and deployed.

  With the above-described configuration, according to the vehicle body superstructure of the second embodiment, the reinforcing member 10 corresponding to the ground contact point of the roof R is deformed when the automobile M rolls over by rollover, as in the first embodiment. By detecting the state with the sensor 21, the controller 30 can accurately detect the ground contact point of the actual roof R at the time of rollover.

  Therefore, the controller 30 activates the specific occupant protection device 1A or 1B among the plurality of curtain airbags 1A and 1B according to the detected deformation location of the roof R, so that it is appropriate for the ground contact location at the time of rollover. The curtain airbag 1A or 1B corresponding to the above can be actuated quickly, and the occupant protection effect can be enhanced.

  By the way, in the present embodiment, the rear frames 10A2 and 10B2 of the first and second reinforcement frames 10A and 10B are linearly arranged in the vehicle width direction, and the front of the first and second reinforcement frames 10A and 10B are arranged. Since the frames 10A1 and 10B1 are arranged substantially linearly, the third, fourth, and fifth sensors 21A, 21B, and 21C arranged at the cross joint portion 10C have different signal waveform transmission speeds depending on axial stress and bending stress. Even when such a stress / strain detection sensor is used, the rear frames 10A2 and 10B2 and the front frames 10A1 and 10B1 are linear, and thus axial stress The bending stress can be easily transmitted, and the load input angle as viewed from directly above the vehicle and the first and second reinforcing frames 10A, 10 respectively. Therefore, the transmission efficiency of the axial stress and the bending stress can be further improved, and the accuracy of the signal waveform processing can be further improved. As a result, the curtain airbags 1A and 1B can be improved. It is possible to further improve the responsiveness of operating and deploying.

  Also in the present embodiment, since the bending strength of the cross joint portion 10C is made larger than the general portions of the first and second reinforcing frames 10A and 10B by providing the reinforcing rib 11, the cross joint portion 10C. The deformation of the first and second reinforcing frames 10A and 10B by the third, fourth, and fifth sensors 21A, 21B, and 21C disposed in the first and second sensors can be detected with high sensitivity, and thus more accurate signals can be output. it can.

  Further, since the third, fourth, and fifth sensors 21A, 21B, and 21C capable of detecting stress / strain are used as the sensor 21 as in the first embodiment, a short time (about one third of the conventional acceleration sensor). Thus, it is possible to output a signal waveform, and it is possible to further improve the responsiveness of operating and deploying the curtain airbags 1A and 1B.

  Furthermore, since the third, fourth, and fifth sensors 21A, 21B, and 21C that can detect stress / strain have characteristics that the transmission speed of the signal waveform differs depending on the axial stress and the bending stress, the first and second reinforcing frames By making 10A and 10B have a simple linear structure, axial stress and bending stress can be easily transmitted, and signal waveform processing can be easily performed with a small number of sensors.

  18 to 25 show a third embodiment of the present invention, in which the same components as those in the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 18 is an arrangement state of reinforcing members. 19 is an enlarged perspective view of the reinforcing member, FIG. 20 is a sectional view taken along the line CC in FIG. 19 and FIG. 19 is a sectional view taken along the line DD in FIG. 21 is an enlarged perspective view of the portion E in FIG. 19, FIG. 22 is a cross-sectional view taken along the line FF in FIG. 21, and FIG. 23 is a cross-sectional view showing the operation state of the sensor in order from (a) to (b). FIG. 24 shows the voltage waveform of the sensor at the time of rollover when (a) is grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof, respectively. Explanatory drawing, FIG. 25 shows the algorithm from detection of rollover to activation of occupant protection device It is an explanatory view showing a.

  The vehicle body upper structure of the third embodiment basically has the same configuration as that of the first embodiment. As shown in FIG. 18, a reinforcing member 10 is arranged in a region where the roof R contacts the ground at the time of rollover. A sensor 22 as a deformation detecting means is provided at an appropriate position of the member 10 to detect the deformation state of the reinforcing member 10, and the information from the sensor 22 instead of the sensor 20 as shown in FIG. A controller 30 that detects a ground contact point of the roof R at the time of rollover and operates a specific curtain airbag 1A or 1B according to the deformed point and an RO detection sensor 31 that detects a rollover are provided.

  Further, as shown in FIG. 18, the reinforcing member 10 includes an upper end portion of the left front pillar 2A (vehicle front left upper end portion) and an upper end portion of the right center pillar 4B (substantially central portion of the right edge of the vehicle upper end portion in the front-rear direction). A second reinforcement connecting the first reinforcing frame 10A connecting the upper end of the right front pillar 2B (the front right upper end of the vehicle) and the upper end of the left center pillar 4A (substantially central portion of the left edge of the upper end of the vehicle). The first and second reinforcing frames 10A and 10B are joined to each other at an intersecting portion, and the intersecting joint portion 10C is disposed at the center in the vehicle width direction. A sensor 22 is provided.

  Here, in the present embodiment, the first and second reinforcing frames 10A and 10B are each formed in a substantially linear shape and arranged in an X shape, as in the first embodiment, and the bending strength of the cross joint portion 10C is the first. -It is larger than the general portions 10An, 10Bn of the second reinforcement frames 10A, 10B, and the front frames 10A1, 10B1 and rear frames 10A2, 10B2 of the first and second reinforcement frames 10A, 10B as shown in FIG. Sixth sensor as a switch-type sensor that outputs the electrical signal when the sensor 22 is pushed as shown in FIG. 21, and the cross-joint side end portions 10A1c, 10B1c, 10A2c, and 10B2c have closed cross-sectional structures. 22A, 7th sensor 22B, 8th sensor 22C, and 9th sensor 22D, and these 6th-9th sensors 22A-22D are comprised. Wherein it is arranged an operating direction of the switch button 22n as a switch to each closed sectional structure vertically.

  As shown in FIG. 19, the cross-section structure of the cross-joint side end portions 10A1c, 10B1c, 10A2c, 10B2c is located above the front frames 10A1, 10B1 and the rear frames 10A2, 10B2 formed in reverse hat-shaped cross sections. The sixth to ninth sensors are formed by joining the cross-shaped closing plates 13 in the cross joint side end portions 10A1c, 10B1c, 10A2c, and 10B2c each having a closed cross section as shown in FIG. 22A to 22D are arranged.

  That is, the sixth sensor 22A is at the cross joint portion end 10A1c of the first reinforcement frame 10A, the seventh sensor 22B is at the cross joint portion end 10B2c of the second reinforcement frame 10B, and the eighth sensor 22C is the second reinforcement. The cross joint portion side end portion 10B1c of the frame 10B and the ninth sensor 22D are disposed at the cross joint portion side end portion 10A2c of the first reinforcing frame 10A.

  In the sixth to ninth sensors 22A to 22D, as shown in FIGS. 21 and 22, a switch button 22n protrudes freely from the upper side of the main body 22m, and a voltage is generated by pressing the switch button 22n. The sixth to ninth sensors 22A to 22D are attached to the bottom surfaces 10Ab and 10Bb of the cross joint side end portions 10A1c, 10B1c, 10A2c, and 10B2c through the pedestal 14, and the switch button 22n is attached to the closing plate 13. It faces the lower surface in close proximity.

  Therefore, as shown in FIG. 23 (a), the sixth to ninth sensors 22A to 22D are attached to the reinforcing member 10 (first and second reinforcing frames 10A and 10B), and the reinforcing member 10 is cross-joined. When the load F acts on the end opposite to the portion 10C, the reinforcing member 10 is bent and deformed together with the closing plate 13 as shown in FIG. 23B, and the closing plate 13 presses the switch button 22n to thereby generate an electric signal. Is output.

  Further, even in the present embodiment, the cross-junction portion 10C is a rectangular or rhombus-shaped intersection, and the rectangle or rhombus along the inner circumference so as to surround the inner circumference of the intersection. By joining these reinforcing ribs 11, the bending strength of the cross joint portion 10C is made larger than that of the general portions 10An and 10Bn of the first and second reinforcing frames 10A and 10B.

  FIG. 24 shows detection signals of the sixth to ninth sensors 22A to 22D corresponding to the grounding location when the automobile M rolls over and the roof R is grounded.

(1) The signal waveforms W7 of the sixth to ninth sensors 22A to 22D in the case of grounding from the left side of the roof are such that the voltage W7A generated by the sixth sensor 22A is caused by the seventh sensor 22B as shown in FIG. The voltage rises ahead of the generated voltage W7B, and the voltage W7C of the eighth sensor 22C and the voltage W7D of the ninth sensor 22D become substantially zero.

(2) The signal waveforms W8 of the sixth to ninth sensors 22A to 22D in the case of grounding from the right side of the roof are such that the voltage W8C generated by the eighth sensor 22C is caused by the ninth sensor 22D as shown in FIG. The voltage rises ahead of the generated voltage W8D, and the voltage W8A of the sixth sensor 22A and the voltage W8B of the seventh sensor 22B become substantially zero.

(3) The signal waveforms W9 of the sixth to ninth sensors 22A to 22D when grounded from the approximate center of the roof are generated by the voltage W9A generated by the sixth sensor 22A and the eighth sensor 22C as shown in FIG. The generated voltage W9C rises substantially simultaneously, and the voltage W9B generated by the seventh sensor 22B and the voltage W9D generated by the ninth sensor 22D rise almost simultaneously after that.

  Therefore, even in the present embodiment, by reading the voltage signals output from the sixth to ninth sensors 22A to 22D, it is possible to detect the first grounding location of the roof R at the time of rollover. In the embodiment, a specific curtain airbag 1A or 1B is selected from a plurality of left and right curtain airbags 1A and 1B according to the algorithm shown in FIG.

  That is, in the algorithm, when the roll detection is detected by the RO detection sensor 31 in step S40 and the roof R is grounded, the voltage signals are output from the sixth to ninth sensors 22A to 22D in step S41, respectively.

  Each signal is input to the controller 30 in step S42, the voltage W7A of the sixth sensor 22A is generated first, the voltage W7B of the seventh sensor 22B is subsequently generated, and the voltage of the eighth sensor 22C is generated. When the voltage W7D of W7C and the ninth sensor 22D becomes substantially zero, the controller 30 determines that the initial grounding is the left side of the roof R in step S43, and first activates and deploys the left curtain airbag 1A in step S44. Next, in step S45, the right curtain airbag 1B is activated and deployed after a predetermined time has elapsed.

  Further, the voltage W8C of the eighth sensor 22C is generated first, the voltage W8D of the ninth sensor 22D is subsequently generated, and the voltage W8A of the sixth sensor 22A and the voltage W8B of the seventh sensor 22B become substantially zero. In step S46, the controller 30 determines that the initial grounding is on the right side of the roof R, and in step S47, the right curtain airbag 1B is first activated and deployed. Activate / deploy 1A.

  Further, when the voltage W9A of the sixth sensor 22A and the voltage W9C of the eighth sensor 22C rise first at the same time, and after that, the voltage W9B of the seventh sensor 22B and the voltage W9D of the ninth sensor 22D rise almost simultaneously. In S49, it is determined that the initial grounding is substantially in the center of the roof R, and the left curtain airbag 1A and the right curtain airbag 1B are simultaneously activated and deployed in step S50.

  With the above-described configuration, according to the vehicle body superstructure of the third embodiment, the reinforcing member 10 corresponding to the ground contact point of the roof R is deformed when the automobile M rolls over by rollover, as in the first embodiment. By detecting the state by the sensor 22, the controller 30 can accurately detect the actual grounding location of the roof R at the time of rollover.

  Accordingly, by operating the specific occupant protection device 1A or 1B of the plurality of curtain airbags 1A and 1B according to the deformation location of the roof R detected by the controller 30, it is possible to properly adjust the ground contact location at the time of rollover. The corresponding curtain airbag 1A or 1B can be actuated quickly, and the occupant protection effect can be enhanced.

  By the way, in the present embodiment, the front and rear frames 10A1, 10B1 of the first and second reinforcing frames 10A, 10B and the cross joint side end portions 10A1c, 10B1c, 10A2c, 10B2c of the rear frames 10A2, 10B2 have closed cross-section structures, respectively. Since the switch-type sixth to ninth sensors 22A to 22D can be used as the sensors arranged in the closed cross-sectional structure, the switch-type sensors have a simple structure, so that the cost can be reduced. In addition, it is possible to quickly determine the ground location by outputting an electrical signal in a short time, and as a result, it is possible to further improve the responsiveness for operating and deploying the curtain airbags 1A and 1B.

  Also in the present embodiment, since the bending strength of the cross joint portion 10C is made larger than the general portions of the first and second reinforcing frames 10A and 10B by providing the reinforcing rib 11, the cross joint portion 10C. It is possible to detect the deformation of the first and second reinforcing frames 10A and 10B by the sixth to ninth sensors 22A to 22D arranged in a highly sensitive manner, and to output a more accurate signal.

  26 to 31 show a fourth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 26 is an arrangement state of reinforcing members. 27 is an enlarged perspective view of the reinforcing member, FIG. 28 is an enlarged perspective view of a portion G in FIG. 27, and FIG. 29 is a cross-sectional view sequentially illustrating the operation state of the sensor in (a) and (b). FIG. 30 shows the voltage waveform of the sensor at the time of rollover when (a) is grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof, respectively. FIG. 31 is an explanatory diagram showing an algorithm from detection of rollover to operation of the occupant protection device.

  The vehicle body upper structure of the fourth embodiment is basically the same as that of the first embodiment. As shown in FIG. 26, a reinforcing member 10 is arranged in a region where the roof R contacts the ground at the time of rollover. A sensor 23 as a deformation detecting means is provided at an appropriate position of the member 10 to detect the deformation state of the reinforcing member 10, and as shown in FIG. 1, the information from the sensor 23 instead of the sensor 20 is used. A controller 30 that detects a ground contact point of the roof R at the time of rollover and operates a specific curtain airbag 1A or 1B according to the deformed point and an RO detection sensor 31 that detects a rollover are provided.

  Further, as shown in FIG. 26, the reinforcing member 10 includes an upper end portion of the left front pillar 2A (the vehicle front left upper end portion) and an upper end portion of the right center pillar 4B (an approximately center portion in the front-rear direction of the right edge of the vehicle upper end portion). A second reinforcement connecting the first reinforcing frame 10A connecting the upper end of the right front pillar 2B (the front right upper end of the vehicle) and the upper end of the left center pillar 4A (substantially central portion of the left edge of the upper end of the vehicle). The first and second reinforcing frames 10A and 10B are joined to each other at an intersecting portion, and the intersecting joint portion 10C is disposed at the center in the vehicle width direction. A sensor 23 is provided.

  Here, in the present embodiment, the first and second reinforcing frames 10A and 10B are each formed in a substantially linear shape and arranged in an X shape, as in the first embodiment, and the bending strength of the cross joint portion 10C is the first. The general portions 10An and 10Bn of the second reinforcing frames 10A and 10B are made larger than the general portions 10An and 10Bn of the first and second reinforcing frames 10A and 10B, and the general portions 10An and 10Bn of the rear frames 10A2 and 10B2 Each of the sensors has a closed space structure, and the sensor 23 includes tenth to thirteenth sensors 23A to 23D as pressure detection sensors for detecting a change in pressure, and the tenth to thirteenth sensors 23A to 23D are each the closed space structure. It is provided inside.

The closed space structures of the general portions 10An and 10Bn of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 are substantially the same as those of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 formed in reverse hat-shaped cross sections as shown in FIG. It is comprised by arrange | positioning the 1st-4th sealed hollow member 15a-15d of a cross-sectional rectangular shape inside each over the full length.

  That is, the first sealed hollow member 15a is disposed in the front frame 10A1 of the first reinforcing frame 10A, the second sealed hollow member 15b is disposed in the rear frame 10B2 of the second reinforcing frame 10B, and the third sealed hollow member 15c. Is disposed in the front frame 10B1 of the second reinforcement frame 10B, and the fourth sealed hollow member 15d is disposed in the rear frame 10A2 of the first reinforcement frame 10A.

  On the other hand, the tenth to thirteenth sensors 23A to 23D are formed of piezoelectric elements, and the tenth sensor 23A is disposed in the end of the first sealed hollow member 15a on the vehicle body center side (cross junction 10C side). 11 sensor 23B is disposed in the end of the second sealed hollow member 15b on the vehicle body center side (cross junction 10C side), and the twelfth sensor 23C is disposed on the vehicle body center side of the third sealed hollow member 15c (cross junction 10C side). ) It is arranged in the end portion, and the thirteenth sensor 23D is arranged in the end portion of the fourth sealed hollow member 15d on the vehicle body center side (cross joint portion 10C side).

  Accordingly, as shown in FIG. 29A, the tenth to thirteenth sensors 23A to 23D are attached to the reinforcing member 10 (first and second reinforcing frames 10A and 10B), and the reinforcing member 10 is cross-joined. When a load F acts on the end opposite to the portion 10C, the reinforcing member 10 is bent and deformed together with the sealed hollow members 15a to 15d as shown in FIG. 29 (b), and inside the sealed hollow members 15a to 15d deformed at this time. Is detected by the tenth to thirteenth sensors 23A to 23D and is replaced with an electric signal.

  Further, even in the present embodiment, the cross-junction portion 10C is a rectangular or rhombus-shaped intersection, and the rectangle or rhombus along the inner circumference so as to surround the inner circumference of the intersection. By joining these reinforcing ribs 11, the bending strength of the cross joint portion 10C is made larger than that of the general portions 10An and 10Bn of the first and second reinforcing frames 10A and 10B.

  FIG. 30 shows detection signals of the tenth to thirteenth sensors 23A to 23D corresponding to the grounding location when the automobile M rolls over and the roof R is grounded.

(1) The signal waveform W10 of the tenth to thirteenth sensors 23A to 23D when grounding from the left side of the roof is such that the voltage W10A generated by the tenth sensor 23A is caused by the eleventh sensor 23B as shown in FIG. The voltage W10C of the twelfth sensor 23C and the voltage W10D of the thirteenth sensor 23D rise before the generated voltage W10B, and are sufficiently higher than the voltage W10A of the tenth sensor 23A and the voltage W10B of the eleventh sensor 23B. Low.

(2) The signal waveform W11 of the tenth to thirteenth sensors 23A to 23D when grounded from the right side of the roof is the voltage W11C generated by the twelfth sensor 23C as shown in FIG. The voltage W11A of the tenth sensor 23A and the voltage W11B of the eleventh sensor 23B rise before the generated voltage W11D, and are sufficiently higher than the voltage W11C of the twelfth sensor 23C and the voltage W11D of the thirteenth sensor 23D. Low.

(3) The signal waveforms W12 of the tenth to thirteenth sensors 23A to 23D when grounded from the approximate center of the roof are generated by the voltage W12A generated by the tenth sensor 23A and the twelfth sensor 23C, as shown in FIG. The generated voltage W12C rises almost simultaneously and substantially equally with a high voltage, and the voltage W12B generated by the eleventh sensor 23B and the voltage W12D generated by the thirteenth sensor 23D rise almost simultaneously and with a low voltage.

  Therefore, even in the present embodiment, by reading the voltage signal output from the tenth to thirteenth sensors 23A to 23D, it is possible to detect the first grounding location of the roof R at the time of rollover. In the embodiment, a specific curtain airbag 1A or 1B is selected from a plurality of left and right curtain airbags 1A and 1B according to the algorithm shown in FIG.

  That is, the algorithm detects a rollover by the RO detection sensor 31 in step S60, and outputs a voltage signal from each of the tenth to thirteenth sensors 23A to 23D in step S61 when the roof R is grounded.

  Each signal is input to the controller 30 in step S62, the voltage W10A of the tenth sensor 23A is generated first, the voltage W10B of the eleventh sensor 23B is subsequently generated, and the voltage of the twelfth sensor 23C is generated. When the voltage W10D of W10C and the thirteenth sensor 23D is lower than the voltage W10A of the tenth sensor 23A and the voltage W10B of the eleventh sensor 23B, the controller 30 determines that the initial grounding is the left side of the roof R in step S63, and step S64. Thus, the left curtain airbag 1A is actuated / deployed first, and then the right curtain airbag 1B is actuated / deployed after a predetermined time in step S65.

  Further, the voltage W11C of the twelfth sensor 23C is generated first, the voltage W11D of the thirteenth sensor 23D is subsequently generated, and the voltage W11A of the tenth sensor 23A and the voltage W11B of the eleventh sensor 23B are the twelfth sensor. When the voltage W11C of 23C and the voltage W11D of the thirteenth sensor 23D are lower, the controller 30 determines that the initial grounding is the right side of the roof R in step S66, and first activates and deploys the right curtain airbag 1B in step S67. Then, the left curtain airbag 1A is actuated / deployed after a predetermined time has elapsed in step S68.

  Further, the voltage W12A of the tenth sensor 23A and the voltage W12C of the twelfth sensor 23C rise first at substantially the same time and substantially the same output, and the voltage W12B of the eleventh sensor 23B and the voltage W12D of the thirteenth sensor 23D are substantially delayed. When the voltage W12A of the tenth sensor 23A and the voltage W12C of the twelfth sensor 23C are lower than the voltage W12B of the eleventh sensor 23B and the voltage W12D of the thirteenth sensor 23D, the initial grounding is performed in step S69. The left curtain airbag 1A and the right curtain airbag 1B are simultaneously actuated and deployed in step S70.

  With the above-described configuration, according to the vehicle body superstructure of the fourth embodiment, the reinforcing member 10 corresponding to the ground contact point of the roof R is deformed when the automobile M rolls over by rollover as in the first embodiment. By detecting the state by the sensor 23, the controller 30 can accurately detect the actual grounding location of the roof R at the time of rollover.

  Accordingly, by operating the specific occupant protection device 1A or 1B of the plurality of curtain airbags 1A and 1B according to the deformation location of the roof R detected by the controller 30, it is possible to properly adjust the ground contact location at the time of rollover. The corresponding curtain airbag 1A or 1B can be actuated quickly, and the occupant protection effect can be enhanced.

  By the way, in the present embodiment, the first to fourth sealed hollow members 15a to 15d are arranged in the front frames 10A1 and 10B1 of the first and second reinforcing frames 10A and 10B and the general portions 10An and 10Bn of the rear frames 10A2 and 10B2. By adopting the closed space structure, it is possible to use the tenth to thirteenth sensors 23A to 23D for detecting a pressure change as the sensor 23, and the tenth to thirteenth sensors 23A to 23D can be used as simple piezoelectric elements or the like. Even though cost reduction can be achieved by using the sensor of the structure, it is possible to quickly determine the ground location by outputting an electrical signal in a short time, and in turn, operate and deploy the curtain airbags 1A and 1B. Responsiveness can be further increased.

  Also in the present embodiment, since the bending strength of the cross joint portion 10C is made larger than the general portions of the first and second reinforcing frames 10A and 10B by providing the reinforcing rib 11, the cross joint portion 10C. It is possible to detect the deformation of the first and second reinforcing frames 10A and 10B by the tenth to thirteenth sensors 23A to 23D disposed in a high sensitivity, and to output a more accurate signal.

  FIGS. 32 to 37 show a fifth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 32 is an arrangement state of reinforcing members. FIG. 33 is an enlarged perspective view of the reinforcing member, FIG. 34 is an enlarged perspective view of a portion H in FIG. 33, and FIG. 35 is a cross-sectional view showing the operation state of the sensor in order from (a) to (b). FIG. 36 shows the voltage waveform of the sensor at the time of rollover when (a) is grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof, respectively. FIG. 37 is an explanatory diagram showing an algorithm from the detection of rollover to the operation of the occupant protection device.

  The vehicle body upper structure of the fifth embodiment is basically the same as that of the first embodiment. As shown in FIG. 32, a reinforcing member 10 is arranged in a region where the roof R contacts the ground during rollover, and this reinforcement is performed. A sensor 24 as a deformation detecting means is provided at an appropriate position of the member 10 so as to detect the deformation state of the reinforcing member 10, and roll information is obtained from information from the sensor 24 instead of the sensor 20 shown in FIG. It includes a controller 30 that detects a grounding location of the roof R at the time of overrun and activates a specific curtain airbag 1A or 1B according to the deformation location, and an RO detection sensor 31 that detects a rollover.

  Further, as shown in FIG. 32, the reinforcing member 10 includes an upper end portion of the left front pillar 2A (a vehicle front left upper end portion) and an upper end portion of the right center pillar 4B (a substantially central portion in the front-rear direction of the right edge of the vehicle upper end portion). A second reinforcement connecting the first reinforcing frame 10A connecting the upper end of the right front pillar 2B (the front right upper end of the vehicle) and the upper end of the left center pillar 4A (substantially central portion of the left edge of the upper end of the vehicle). The first and second reinforcing frames 10A and 10B are joined to each other at an intersecting portion, and the intersecting joint portion 10C is disposed at the center in the vehicle width direction. A sensor 24 is provided.

  Here, in the present embodiment, the first and second reinforcing frames 10A and 10B are each formed in a substantially linear shape and arranged in an X shape, as in the first embodiment, and the bending strength of the cross joint portion 10C is the first. -It is larger than the general portions 10An, 10Bn of the second reinforcing frames 10A, 10B, and the front frames 10A1, 10B1 and rear frames 10A2, 10B2 of the first and second reinforcing frames 10A, 10B as shown in FIG. A notch 16 is formed as a fragile portion in the vicinity of the cross-joint portion 10C, and the sensor 24 is composed of first to fourth strain gauges 24A to 24D that detect strain of the first and second reinforcing frames 10A and 10B. The front and rear frames 10A1, 10B1 and the rear frames 10A2, 10B1 and 10B1 straddle the strain gauges 24A-24D across the position where the cutout portion 16 is formed. It is provided respectively to correspond to 2.

  As shown in FIG. 34, the notch 16 is formed at a corner where the flanges K of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 are coupled to each other at the cross joint 10C.

  Further, even in the present embodiment, the cross joint portion 10C is joined to the cross joint portion 10C by joining the reinforcing ribs 11 having a rectangular shape or rhombus shape along the inner peripheral shape so as to surround the inner periphery thereof. The bending strength of the first and second reinforcing frames 10A and 10B is made larger than that of the general portions 10An and 10Bn, and the wall surfaces of the reinforcing ribs 11 are substantially formed positions of the notches 16.

  The first to fourth strain gauges 24 </ b> A to 24 </ b> D are attached to the bottom surfaces 10 </ b> Ab and 10 </ b> Bb of the front frames 10 </ b> A <b> 1 and 10 </ b> B <b> 1 and the rear frames 10 </ b> A <b> 2 and 10 </ b> B <b> 2, respectively.

  That is, the first strain gauge 24A is disposed across the front frame 10A1 and the cross joint 10C of the first reinforcement frame 10A, and the second strain gauge 24B is disposed across the rear frame 10B2 and the cross joint 10C of the second reinforcement frame 10B. The third strain gauge 24C is disposed across the front frame 10B1 and the cross joint 10C of the second reinforcement frame 10B, and the fourth strain gauge 24D is disposed behind the rear frame 10A2 of the first reinforcement frame 10A and the cross joint 10C. It is arranged across.

  Accordingly, as shown in FIG. 35 (a), the first to fourth strain gauges 24A to 24D are attached to the reinforcing member 10 (first and second reinforcing frames 10A and 10B). When a load F acts on the end opposite to the joint 10C, the notch 16 is formed in the vicinity of the cross joint 10C, so that the first to fourth strain gauges 24A to 24D are formed as shown in FIG. The deformation of the reinforcing member 10 is detected by the first to fourth strain gauges 24A to 24D, and the deformation of the reinforcing member 10 is replaced with an electric signal.

  FIG. 36 shows detection signals of the first to fourth strain gauges 24A to 24D corresponding to the grounding location when the automobile M rolls over and the roof R is grounded.

(1) The signal waveform W13 of the first to fourth strain gauges 24A to 24D in the case of grounding from the left side of the roof is that the voltage W13A generated by the first strain gauge 24A is the second strain as shown in FIG. The voltage W13C of the third strain gauge 24C and the voltage W13D of the fourth strain gauge 24D rise before the voltage W13B generated by the gauge 24B, and the voltage W13A of the first strain gauge 24A and the second strain gauge 24B. Is sufficiently lower than the voltage W13B.

(2) The signal waveform W14 of the first to fourth strain gauges 24A to 24D in the case of grounding from the right side of the roof is that the voltage W14C generated by the third strain gauge 24C is the fourth strain as shown in FIG. The voltage W14D of the first strain gauge 24A and the voltage W14B of the second strain gauge 24B rise before the voltage W14D generated by the gauge 24D, and the voltage W14C of the third strain gauge 24C and the fourth strain gauge 24D. Is sufficiently lower than the voltage W14D.

(3) The signal waveforms W15 of the first to fourth strain gauges 24A to 24D when grounded from the approximate center of the roof are the voltage W15A generated by the first strain gauge 24A and the third strain as shown in FIG. The voltage W15C generated by the gauge 24C rises almost simultaneously and substantially at a high voltage, and the voltage W15B generated by the second strain gauge 24B and the voltage W15D generated by the fourth strain gauge 24D rise substantially simultaneously and with a low voltage. .

  Therefore, even in the present embodiment, by reading the voltage signal output from the first to fourth strain gauges 24A to 24D, it is possible to detect the first grounding location of the roof R at the time of rollover, In the present embodiment, a specific curtain airbag 1A or 1B is selected from a plurality of left and right curtain airbags 1A and 1B according to the algorithm shown in FIG.

  That is, the algorithm detects rollover by the RO detection sensor 31 in step S80, and outputs a voltage signal from the first to fourth strain gauges 24A to 24D in step S81 when the roof R is grounded.

  Each signal is input to the controller 30 in step S82, and the voltage W13A of the first strain gauge 24A is generated first, followed by the voltage W13B of the second strain gauge 24B, and the third strain gauge. When the voltage W13C of 24C and the voltage W13D of the fourth strain gauge 24D are lower than the voltage W13A of the first strain gauge 24A and the voltage W13B of the second strain gauge 24B, the controller 30 sets the initial grounding to the left side of the roof R in step S83. In step S84, the left curtain airbag 1A is first activated / deployed, and then in step S85, the right curtain airbag 1B is activated / deployed after a predetermined time has elapsed.

  Further, the voltage W14C of the third strain gauge 24C is generated first, followed by the voltage W14D of the fourth strain gauge 24D, and the voltage W14A of the first strain gauge 24A and the voltage W14B of the second strain gauge 24B. When the voltage W14C of the third strain gauge 24C and the voltage W14D of the fourth strain gauge 24D are lower, the controller 30 determines that the initial grounding is the right side of the roof R in step S86, and the right curtain airbag 1B is determined in step S87. First, the left curtain airbag 1A is actuated / deployed after a predetermined time has elapsed in step S88.

  Further, the voltage W15A of the first strain gauge 24A and the voltage W15C of the third strain gauge 24C first rise at substantially the same and substantially the same output, and after that, the voltage W15B of the second strain gauge 24B and the voltage of the fourth strain gauge 24D are delayed. The voltage W15D is generated with substantially the same output, and the voltage W15A of the first strain gauge 24A and the voltage W15C of the third strain gauge 24C are higher than the voltage W15B of the second strain gauge 24B and the voltage W15D of the fourth strain gauge 24D. When it is low, it is determined in step S89 that the initial grounding is substantially the center of the roof R, and in step S90, the left curtain airbag 1A and the right curtain airbag 1B are simultaneously activated and deployed.

  With the above-described configuration, according to the vehicle body superstructure of the fifth embodiment, the reinforcing member 10 corresponding to the ground contact portion of the roof R is deformed when the automobile M rolls over by rollover, as in the first embodiment. By detecting the state by the sensor 24, the controller 30 can accurately detect the actual grounding location of the roof R at the time of rollover.

  Accordingly, by operating the specific occupant protection device 1A or 1B of the plurality of curtain airbags 1A and 1B according to the deformation location of the roof R detected by the controller 30, it is possible to properly adjust the ground contact location at the time of rollover. The corresponding curtain airbag 1A or 1B can be actuated quickly, and the occupant protection effect can be enhanced.

  By the way, in this embodiment, since the notch portion 16 is formed in the vicinity of the cross-joining portion 10C of the front frames 10A1, 10B1 and the rear frames 10A2, 10B2 of the first and second reinforcing frames 10A, 10B, 2 Since the reinforcing frames 10A and 10B can be easily deformed from the notch 16, the strain gauges 24A to 24D can be used as the sensor 24, and the cost can be reduced by using a sensor having a simple structure. Therefore, it is possible to quickly determine the ground location by outputting an electric signal in a short time, and as a result, it is possible to further improve the responsiveness of operating and deploying the curtain airbags 1A and 1B.

  Also in the present embodiment, the bending strength of the cross joint portion 10C is made larger than the general portions of the first and second reinforcing frames 10A and 10B by providing the reinforcing ribs 11. Strain can be generated more efficiently between the cross joint portion 10D in which the four strain gauges 24A to 24D are arranged and the front frames 10A1, 10B1 and the rear frames 10A2, 10B2, and as a result, the first and second reinforcing frames. The deformation of 10A and 10B can be detected with high sensitivity, and a more accurate signal can be output.

  38 to 44 show a sixth embodiment of the present invention, in which the same reference numerals are given to the same components as those of the above-mentioned embodiments, and a duplicate description is omitted, and FIG. 38 is an arrangement state of reinforcing members. 39 is an enlarged perspective view of the reinforcing member, FIG. 40 is a cross-sectional view taken along the line II in FIG. 39 and the line JJ in FIG. 39 in FIG. 41 is an enlarged perspective view of a portion K in FIG. 39, FIG. 42 is a cross-sectional view sequentially illustrating the operation state of the sensor in (a) and (b), and FIG. 43 is a voltage waveform of the sensor at the time of rollover. Fig. 44 is an explanatory diagram showing a case where the vehicle is grounded from the left side of the roof, a case where the vehicle is grounded from the right side of the roof, and a case where the vehicle is grounded from substantially the center of the roof. It is explanatory drawing which shows the algorithm until it does.

  The upper structure of the vehicle body of the sixth embodiment is basically the same as that of the first embodiment. As shown in FIG. 38, a reinforcing member 10 is disposed in a region where the roof R contacts the ground at the time of rollover. A sensor 25 serving as a deformation detecting means is provided at an appropriate location of the member 10 to detect the deformation state of the reinforcing member 10, and the roll is determined by information from the sensor 25 instead of the sensor 20 shown in FIG. It includes a controller 30 that detects a grounding location of the roof R at the time of overrun and activates a specific curtain airbag 1A or 1B according to the deformation location, and an RO detection sensor 31 that detects a rollover.

  Further, as shown in FIG. 38, the reinforcing member 10 includes an upper end portion of the left front pillar 2A (the vehicle front left upper end portion) and an upper end portion of the right center pillar 4B (a substantially central portion in the front-rear direction of the right edge of the vehicle upper end portion). A second reinforcement connecting the first reinforcing frame 10A connecting the upper end of the right front pillar 2B (the front right upper end of the vehicle) and the upper end of the left center pillar 4A (substantially central portion of the left edge of the upper end of the vehicle). The first and second reinforcing frames 10A and 10B are joined to each other at an intersecting portion, and the intersecting joint portion 10C is disposed at the center in the vehicle width direction. A sensor 25 is provided.

  Here, in the present embodiment, the first and second reinforcing frames 10A and 10B are each formed in a substantially linear shape and arranged in an X shape, as in the first embodiment, and the bending strength of the cross joint portion 10C is the first. -It is larger than the general portions 10An, 10Bn of the second reinforcing frames 10A, 10B, and the front frames 10A1, 10B1 and rear frames 10A2, 10B2 of the first and second reinforcing frames 10A, 10B as shown in FIG. An easily deformable portion 17 is formed at a substantially central portion in the length direction, and the sensor 25 detects changes in the lengths of the front frames 10A1, 10B1 and the rear frames 10A2, 10B2 of the first and second reinforcing frames 10A, 10B. The potentiometer 25P is provided at the cross-junction 10C.

  As shown in FIG. 39, the easily deformable portion 17 has cross-sectional areas of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B, as shown in FIG. As shown in FIG. 40 (b), each part is formed by gradually decreasing toward the center part.

  Further, even in the present embodiment, the cross joint portion 10C is joined to the cross joint portion 10C by joining the reinforcing ribs 11 having a rectangular shape or rhombus shape along the inner peripheral shape so as to surround the inner periphery thereof. The bending strength of the first and second reinforcing frames 10A and 10B is larger than that of the general portions 10An and 10Bn.

  The potentiometer 25P is configured to measure distances up to four points, and is disposed in the reinforcing rib 11 of the cross coupling portion 10C. The potentiometer 25P is used to forward the first and second reinforcing frames 10A and 10B. , 10B1 and rear frame 10A2 and 10B2 are measured in length.

  That is, the potentiometer 25P is provided with first to fourth wires 25A to 25D in four directions so that the wires 25A to 25D can be projected and retracted. When the wires 25A to 25D are pulled out, a positive voltage is generated. The voltage change is generated, and the change in length can be measured by the change in these voltages.

  As shown in FIG. 41, the first to fourth wires 25A to 25D are inserted through holes 11a formed in four surfaces of the reinforcing rib 11, respectively, so that the front frames of the first and second reinforcing frames 10A and 10B are inserted. 10A1 and 10B1 and the rear frames 10A2 and 10B2.

  As shown in FIGS. 39 and 40, the first wire 25A passes through the front frame 10A1 of the first reinforcing frame 10A, and its tip is coupled to the left front pillar joint 3f in a tension state. The second wire 25B passes through the rear frame 10B2 of the second reinforcement frame 10B, and the tip thereof is coupled to the left center pillar joint 3g in a tension state, and the third wire 25C is connected to the second reinforcement frame 10B. The front wire 10D passes through the front frame 10B1 of the 10B and is coupled to the right front pillar joint 3f in a tension state, and the fourth wire 25D passes through the rear frame 10A2 of the first reinforcing frame 10A. The tip is joined to the right center pillar joint 3g in tension.

  Therefore, as shown in FIG. 42A, the potentiometer 25P has a load F acting on the end of the reinforcing member 10 (first and second reinforcing frames 10A, 10B) opposite to the cross joint portion 10C side. When the reinforcing member 10 is deformed, the bent portion E generated by the deformation faces upward, so that the wires 25A to 25D are drawn in a direction extending from the potentiometer 25P, and a positive voltage is generated from the potentiometer 25P.

  Further, as shown in FIG. 42 (b), when a load F acts on the central portion between the cross joint portion 10C and the end portion of the reinforcing member 10, the bent portion E generated by the deformation of the reinforcing member 10 faces downward. Therefore, the wires 25A to 25D are pulled in the direction returning to the potentiometer 25P, and a negative voltage is generated from the potentiometer 25P.

  Therefore, the potentiometer 25P can replace the deformation of the reinforcing member 10 with an electric signal, and can replace the deformation mode with plus and minus signs of the electric signal.

  FIG. 43 shows detection signals that are taken out via the first to fourth wires 25A to 25D of the potentiometer 25P according to the grounding location when the automobile M rolls over and the roof R is grounded.

(1) The signal waveform W16 generated by the potentiometer 25P via the first to fourth wires 25A to 25D when grounded from the left side of the roof is generated via the first wire 25A as shown in FIG. The voltage W16A rises ahead of the voltage W16B generated via the second wire 25B, and the voltage W16C generated via the third wire 25C and the voltage W16D generated via the fourth wire 25D are The voltage W16A generated via the first wire 25A and the voltage W16B generated via the second wire 25B are sufficiently lower. Note that all the voltages generated in this case are positive.

(2) The signal waveform W17 of the first to fourth wires 25A to 24d when grounding from the right side of the roof is the voltage W17C generated via the third wire 25C as shown in FIG. The voltage W17A generated via the first wire 25A and the voltage W17B generated via the second wire 25B rises ahead of the voltage W17D generated via the 25D, and is generated via the third wire 25C. It is sufficiently lower than the generated voltage W17C and the voltage W17D generated via the fourth wire 25D. Note that all the voltages generated in this case are positive.

(3) The signal waveform W18 of the first to fourth wires 25A to 24D when grounded from the approximate center of the roof is the voltage W18A generated via the first wire 25A and the third wire as shown in FIG. The voltage W18C generated via the 25C generates a negative voltage with a high voltage substantially simultaneously, or the voltage W18B generated via the second wire 25B and the voltage W18D generated via the fourth wire 25D are low simultaneously. A negative voltage is generated with the voltage.

  Therefore, even in the present embodiment, by reading the voltage signal output from the first to fourth wires 25A to 24D, it is possible to detect the first grounding location of the roof R at the time of rollover. In the embodiment, a specific curtain airbag 1A or 1B is selected from a plurality of left and right curtain airbags 1A and 1B according to the algorithm shown in FIG.

  That is, in the algorithm, when the roll detection is detected by the RO detection sensor 31 in step S100 and the roof R is grounded, the potentiometer 25P is calculated from the distance change obtained through the first to fourth wires 25A to 24D in step S101. Outputs a voltage signal.

  Each signal is input to the controller 30 in step S102, and the positive voltage W16A generated via the first wire 25A rises ahead of the positive voltage W16B generated via the second wire 25B. The positive voltage W16C generated via the third wire 25C and the positive voltage W16D generated via the fourth wire 25D are used as the voltage W16A and the second wire 25B generated via the first wire 25A. When the voltage W16B is sufficiently lower than the voltage W16B generated through the controller 30, in step S103, the controller 30 determines that the initial grounding is on the left side of the roof R. In step S104, the left curtain airbag 1A is first activated and deployed. After the predetermined time has elapsed in step S85, the right curtain airbag 1B is allowed to operate and develop.

  Further, the positive voltage W17C generated via the third wire 25C rises ahead of the positive voltage W17D generated via the fourth wire 25D, and the voltage W17A generated via the first wire 25A. When the voltage W17B generated via the second wire 25B is sufficiently lower than the voltage W17C generated via the third wire 25C and the voltage W17D generated via the fourth wire 25D, the controller performs step S106. 30 determines that the initial grounding is the right side of the roof R, and first activates and deploys the right curtain airbag 1B in step S107, and then activates and deploys the left curtain airbag 1A after a predetermined time in step S108.

  Further, when the voltage W18A generated via the first wire 25A and the voltage W18C generated via the third wire 25C are both negative voltages, or the voltage W18B generated via the second wire 25B and the fourth wire When the voltage W18D generated via 25D is a negative voltage, it is determined in step S109 that the initial grounding is substantially the center of the roof R, and the left curtain airbag 1A and the right curtain airbag 1B are simultaneously connected in step S110. Operate and deploy.

  With the above-described configuration, according to the vehicle body superstructure of the sixth embodiment, the reinforcing member 10 corresponding to the ground contact portion of the roof R is deformed when the automobile M rolls over by rollover, as in the first embodiment. By detecting the state with the potentiometer 25P, the controller 30 can accurately detect the actual grounding location of the roof R at the time of rollover.

  Accordingly, by operating the specific occupant protection device 1A or 1B of the plurality of curtain airbags 1A and 1B according to the deformation location of the roof R detected by the controller 30, it is possible to properly adjust the ground contact location at the time of rollover. The corresponding curtain airbag 1A or 1B can be actuated quickly, and the occupant protection effect can be enhanced.

  By the way, in this embodiment, since the easily deformable portion 17 is formed at the substantially central portion in the length direction of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B, these front frames 10A1. 10B1 and the rear frames 10A2 and 10B2, the potentiometer 25P for detecting a change in the distance between two points can be used as a sensor for detecting the deformation.

  For this reason, the deformation mode can be specified by the signal from the potentiometer 25P, and not only the feature of the sensor signal but also the deformation mode can be used, so that the contact point can be determined more accurately. As a result, the curtain airbags 1A and 1B can be actuated and deployed at a more appropriate timing, and the occupant protection effect can be further improved.

  Also in the present embodiment, the bending strength of the cross joint portion 10C is made larger than the general portions of the first and second reinforcing frames 10A and 10B by providing the reinforcing ribs 11, so that the potentiometer 25P is disposed. It is possible to more efficiently deform the cross-joined portion 10D and the front frames 10A1, 10B1 and the rear frames 10A2, 10B2, and thus detect the deformation of the first and second reinforcing frames 10A, 10B with high sensitivity. Thus, a more accurate signal can be output.

  45 and 46 show a modification of the sixth embodiment, FIG. 45 is an enlarged perspective view of the reinforcing member, and FIG. 46 is an enlarged perspective view of the L portion in FIG. 45, and the easily deformable portion is formed by the beads 18. Is.

  As shown in FIG. 45, the beads 18 are respectively formed on the bottom surfaces 10Ab and 10Bb at the substantially central portions in the length direction of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 of the first and second reinforcing frames 10A and 10B. It is.

  That is, the beads 18 are formed in the bottom surfaces 10Ab and 10Bb of the front frames 10A1 and 10B1 and the rear frames 10A2 and 10B2 by being recessed in the width direction so as to protrude upward, and a load acts by rollover. The bead 18 is deformed as the bent portion E in the same manner as that shown in FIG. 42. Even in this modified example, the same operational effects as those of the sixth embodiment can be obtained.

  By the way, although the vehicle body superstructure of the present invention has been described by taking the first to sixth embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments are adopted without departing from the gist of the present invention. For example, the occupant protection device is not limited to the curtain airbags 1A and 1B, and may be a seat belt or other devices.

It is a vehicle body side view which shows the arrangement | positioning state of the deformation | transformation detection means in a 1st Embodiment of this invention, a passenger | crew protection device, and a protection device operation means. 1 is an overall perspective view showing a skeleton structure of a vehicle body in a first embodiment of the present invention. It is a top view which shows the arrangement | positioning state of the reinforcement member in 1st Embodiment of this invention. It is a disassembled perspective view which shows the frame | skeleton structure around the roof in 1st Embodiment of this invention. It is an expansion perspective view of the reinforcement member in a 1st embodiment of the present invention. It is an expansion perspective view of the A section in FIG. It is detail drawing of the deformation | transformation detection means in 1st Embodiment of this invention. It is explanatory drawing which tests the performance of the deformation | transformation detection means in 1st Embodiment of this invention. It is explanatory drawing which shows the generation | occurrence | production state of the voltage each generate | occur | produced by load F (alpha) -F (gamma) in FIG. 8 in 1st Embodiment of this invention corresponding to (a)-(c). In the first embodiment of the present invention, the voltage waveform of the sensor at the time of rollover is shown in (a) when grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof. FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 1st Embodiment of this invention to operating a passenger | crew protection apparatus. It is a top view which shows the arrangement | positioning state of the reinforcement member in 2nd Embodiment of this invention. It is a disassembled perspective view which shows the frame | skeleton structure around the roof in 2nd Embodiment of this invention. It is an expansion perspective view of the reinforcement member in 2nd Embodiment of this invention. It is an expansion perspective view of the B section in FIG. In the second embodiment of the present invention, the voltage waveform of the sensor at the time of rollover is shown in (a) when grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof. FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 2nd Embodiment of this invention to operating a passenger | crew protection apparatus. It is a top view which shows the arrangement | positioning state of the reinforcement member in 3rd Embodiment of this invention. It is an expansion perspective view of the reinforcement member in 3rd Embodiment of this invention. 20A is a cross-sectional view taken along line CC in FIG. 19 and FIG. 19B is a cross-sectional view taken along line DD in FIG. It is an expansion perspective view of the E section in FIG. It is sectional drawing along the FF line in FIG. It is sectional drawing which shows the operation state of the sensor in 3rd Embodiment of this invention later on in order to (a), (b). In the third embodiment of the present invention, the voltage waveform of the sensor at the time of rollover is when grounded from the left side of the roof in (a), when grounded from the right side of the roof in (b), and when grounded from the approximate center of the roof in (c). FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 3rd Embodiment of this invention to operating a passenger | crew protection apparatus. It is a top view which shows the arrangement | positioning state of the reinforcement member in 4th Embodiment of this invention. It is an expansion perspective view of the reinforcement member in 4th Embodiment of this invention. It is an expansion perspective view of the G section in FIG. It is sectional drawing which shows the operation state of the sensor in 4th Embodiment of this invention later on in order to (a), (b). In the fourth embodiment of the present invention, the voltage waveform of the sensor at the time of rollover is shown in (a) when grounded from the roof left side, (b) when grounded from the roof right side, and (c) when grounded from the approximate center of the roof. FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 4th Embodiment of this invention to operating a passenger | crew protection apparatus. It is a top view which shows the arrangement | positioning state of the reinforcement member in 5th Embodiment of this invention. It is an expansion perspective view of the reinforcement member in 5th Embodiment of this invention. It is an expansion perspective view of the H section in FIG. It is sectional drawing which shows the operation state of the sensor in 5th Embodiment of this invention later on in order to (a), (b). In the fifth embodiment of the present invention, when the voltage waveform of the sensor at the time of rollover is grounded from the left side of the roof in (a), when grounded from the right side of the roof in (b), and when grounded from the approximate center of the roof in (c) FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 5th Embodiment of this invention to operating a passenger | crew protection apparatus. It is a top view which shows the arrangement | positioning state of the reinforcement member in 6th Embodiment of this invention. It is an expansion perspective view of the reinforcement member in 6th Embodiment of this invention. 40A is a cross-sectional view taken along line II in FIG. 39 and FIG. 39B is a cross-sectional view taken along line JJ in FIG. FIG. 40 is an enlarged perspective view of a portion K in FIG. 39. It is sectional drawing which shows the operation state of the sensor in 6th Embodiment of this invention later on to (a), (b). In the sixth embodiment of the present invention, the voltage waveform of the sensor at the time of rollover when grounded from the roof left side in (a), when grounded from the roof right side in (b), and when grounded from the approximate center of the roof in (c) FIG. It is explanatory drawing which shows the algorithm from the detection of the rollover in 6th Embodiment of this invention to operating a passenger | crew protection apparatus. It is an expansion perspective view of the reinforcement member in the modification of 6th Embodiment of this invention. It is an expansion perspective view of the L section in FIG.

Explanation of symbols

1A, 1B curtain airbag (occupant protection device)
DESCRIPTION OF SYMBOLS 10 Reinforcement member 10A 1st reinforcement frame 10An General part 10A1 Front frame 10A1c Cross coupling part side edge part 10A2 Rear frame 10A2c Cross coupling part side edge part 10B Second reinforcement frame 10Bn General part 10B1 Front frame 10B1c Cross coupling part side edge part 10B2 Rear frame 10B2c Cross coupling portion side end portion 10C Cross coupling portion 17 Easy deformable portion 18 Bead (easy deformable portion)
20, 21, 22, 23, 24, 25 Sensor (deformation detecting means)
20A, 20B First and second sensors (stress / strain detection sensors)
21A-21C 3rd-5th sensor (stress / strain detection sensor)
22A-22D 6th-9th sensor (switch type sensor)
23A to 23D 10th to 13th sensors (pressure detection sensors)
24A-24D 1st-4th strain gauge 25P Potentiometer (sensor)
30 controller (protection device actuating means)
M car (vehicle)
R Roof C Crew

Claims (9)

A plurality of occupant protection devices arranged on the left and right sides of the passenger compartment to protect the occupants in an emergency,
A reinforcing member arranged in a region where the roof contacts the ground at the time of rollover,
A deformation detecting means provided at an appropriate location of the reinforcing member to detect the deformation state of the reinforcing member;
An upper part of the vehicle body comprising: a protective device actuating means for detecting a ground contact point of the roof at the time of rollover based on information from the deformation detecting means and actuating a specific occupant protection device according to the deformed part Construction. A first reinforcing frame that connects the reinforcing member to the vehicle front left upper end portion and the vehicle front upper end right edge substantially in the front-rear direction;
A second reinforcing frame that connects the vehicle front right upper end and the vehicle front upper end left edge substantially in the front-rear direction center,
The first and second reinforcing frames are joined at each other's intersection, the intersection is disposed at the center in the vehicle width direction, and the deformation detecting means is disposed at the intersection. The vehicle body superstructure according to claim 1. The first and second reinforcing frames are each formed in a substantially linear shape, and the bending strength of the cross joint portion is made larger than the general portion of the first and second reinforcing frames,
The deformation detection means is a stress / strain detection sensor for detecting the stress / strain of the first and second reinforcing frames, and the stress / strain detection sensor is provided above and below the central portion of the cross-joint portion. The vehicle body superstructure according to claim 2. The rear frames that are the rear of the vehicle with respect to the cross joints of the first and second reinforcement frames are arranged linearly in the vehicle width direction, and the front of the vehicle with respect to the cross joints of the first and second reinforcement frames. Each of the front frames is arranged in a substantially straight line, and the bending strength of the cross-joining portion is larger than the general portion of the first and second reinforcing frames,
The deformation detection means is a stress / strain detection sensor that detects the stress / strain of the first and second reinforcement frames, and the stress / strain detection sensor is attached to the front frame of the first and second reinforcement frames at the cross joint. The vehicle body upper structure according to claim 2, wherein the vehicle body upper structure is provided between a portion facing each other and each rear frame. The first and second reinforcing frames are each formed in a substantially linear shape, the bending strength of the cross-joining portion is made larger than the general portion of the first and second reinforcing frames, and the first and second reinforcing frames are Each of the cross-joint side ends of the front frame and the rear frame has a closed cross-sectional structure,
The deformation detection means is a switch-type sensor that outputs an electrical signal when pressed, and the switch-type sensor is provided in each closed cross-sectional structure with the switch operating direction arranged vertically. Item 3. The vehicle body superstructure according to Item 2. The first and second reinforcing frames are each formed in a substantially linear shape, the bending strength of the cross-joining portion is made larger than the general portion of the first and second reinforcing frames, and the first and second reinforcing frames are Each of the general parts of the front and rear frames is a closed space structure,
The vehicle body upper structure according to claim 2, wherein the deformation detection means is a pressure detection sensor for detecting a pressure change, and the pressure detection sensor is provided in each of the closed space structures. The first and second reinforcing frames are each formed in a substantially linear shape, the bending strength of the cross-joining portion is made larger than the general portion of the first and second reinforcing frames, and the first and second reinforcing frames are Form weak parts near the cross-joint part of the front frame and the rear frame,
The deformation detecting means is a strain gauge for detecting strain of the first and second reinforcing frames, and the strain gauge is provided so as to correspond to the front frame and the rear frame across the formation position of the fragile portion. The vehicle body superstructure according to claim 2. The first and second reinforcing frames are each formed in a substantially linear shape, the bending strength of the cross-joining portion is made larger than the general portion of the first and second reinforcing frames, and the first and second reinforcing frames are An easily deformable portion is formed at the approximate center in the length direction of the front frame and the rear frame,
The deformation detecting means is a potentiometer that detects a change in the length of the front frame and the rear frame of the first and second reinforcing frames, and the potentiometer is provided at the cross joint portion. Car body superstructure. A reinforcing member is arranged in a region where the roof contacts the ground at the time of rollover, and the grounding location of the roof at the time of rollover is detected by a deformation detecting means provided at an appropriate location of the reinforcing member, and a plurality of occupants according to the deformation location. A method for detecting a ground contact point during rollover of a vehicle, wherein a specific occupant protection device of the protection devices is operated.

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