JP2009101828A - Safety device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a safety device for a vehicle capable of restraining a colliding body from being separated from a vehicle body, while relaxing a collision load acting on the colliding body. <P>SOLUTION: This safety device 10 for the vehicle has an impact absorption structure 12 for absorbing impact energy of the colliding body P by being displaced to the vehicle body while supporting the collision load, a ratchet tooth 38 and a ratchet 40 restraining an impact absorption member 22 of the impact absorption structure 12 from being restored after absorbing the impact energy, and a pair of holding arms 42 for sandwiching and holding the colliding body P between the impact absorption member 22 and itself. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle safety device for mitigating the impact received by a collision body on a vehicle body.

A technique is known in which a hood bag is deployed so as to cover the upper surface of the bonnet when the vehicle predicts a collision in order to mitigate the impact on the collision object that collides with the engine hood at the front of the vehicle body (for example, Patent Documents 1 and 2). In the technique of Patent Document 1, the collision body is supplemented by an adhesive layer provided on the airbag, and the fall to the road surface is prevented. Moreover, in the technique of patent document 2, while providing the gate bag which expand | deploys in an arch shape to an airbag, the protective net is provided inside the gate bag, and the fall to the road surface of a collision object is prevented.
JP-A-8-183423 JP 2004-175153 A

  However, in the former technique, when the inertial force of the collision body is large, the airbag is separated from the vehicle body, and therefore the collision body may not be held on the vehicle body. Further, in the latter technique, there is a concern that the collision object captured by the protective net may fall from the opening side of the gate back after absorbing the shock.

  An object of the present invention is to obtain a vehicle safety device that can suppress the collision body from being separated from the vehicle body while reducing the collision load acting on the collision body in consideration of the above facts.

  According to a first aspect of the present invention, there is provided a vehicular safety device comprising: an impact absorbing portion for supporting a collision load and displacing the vehicle body to absorb the collision energy of the collision body; And restoration restraining means for restraining restoration after absorption.

  In the vehicle safety device according to the first aspect, when a collision body collides with the impact absorbing portion, the impact absorbing portion is displaced to the vehicle body side while supporting the collision load, and the collision energy is absorbed by the integral of the load and the displacement. After the absorption of this energy, the restoration of the shock absorbing portion is suppressed by the restoration suppressing means, so that the collision body is separated or repelled from the vehicle body with the restoration of the shock absorbing portion. The

  Thus, in the vehicle safety device according to the first aspect, it is possible to suppress the collision body from being separated from the vehicle body while alleviating the collision load acting on the collision body.

  A vehicle safety device according to a second aspect of the present invention is the vehicle safety device according to the first aspect, wherein the shock absorber includes an elastic member that elastically deforms while absorbing the collision energy of the collision body. The restoration suppression means is configured to prevent the elastic member from restoring after the collision energy is absorbed.

  In the vehicle safety device according to claim 2, the elastic member of the impact absorbing portion is elastically deformed (including deformation) so that the collision portion with the collision body is displaced toward the vehicle body side, thereby preventing the collision of the collision body. Absorbs the accompanying collision energy. The restoration restraining means prevents the elastic member of the shock absorbing portion from restoring from the posture (deformed state) after energy absorption. Thereby, in this vehicle safety device, it is prevented or effectively suppressed that the collision body is separated (bounced back) from the vehicle body by the elastic restoring force of the elastic member.

  The vehicle safety device according to a third aspect of the present invention is the vehicle safety device according to the second aspect, wherein the elastic member includes a load input portion elongated in a vehicle width direction and a longitudinal direction of the load input portion. And a pair of support portions that support the vehicle body so as to be angularly displaced in a direction perpendicular to the longitudinal direction of the load input portion with respect to the vehicle body. The longitudinal ends of the load input portion are allowed to be angularly displaced around the support portion as the load input portion is bent and deformed, while the longitudinal ends of the load input portion are absorbed after the collision energy is absorbed by the collision of the colliding body. A mechanism for prohibiting angular displacement in the restoring direction of the load input portion around the support portion is included.

  In the vehicle safety device according to claim 3, when a collision body collides with the load input portion of the elastic member, the load input portion has the above-described mechanism (for example, a ratchet mechanism or a one-way) at both ends in the vehicle width direction around the support portion. By bending toward the vehicle body while being angularly displaced (including torsional deformation at the support portion) to the side where angular displacement is allowed by a clutch or the like, the collision energy associated with the collision of the collision object is absorbed. After the impact load is absorbed by the elastic member, the longitudinal displacement of the elastic member is prohibited from being angularly displaced in the restoring direction around the support portion by the above mechanism. Is maintained. Thereby, in this vehicle safety device, it is prevented or effectively suppressed that the collision body is separated (bounced back) from the vehicle body by the elastic restoring force of the elastic member.

  A vehicle safety device according to a fourth aspect of the present invention is the vehicle safety device according to any one of the first to third aspects, wherein the vehicle is provided in the shock absorbing portion, and the collision body is the shock absorbing portion. And a collision body holding means for holding the collision body between the shock absorption section and the shock absorption section as the shock absorption section is displaced with respect to the vehicle body.

  5. The vehicle safety device according to claim 4, wherein the collision body holding means absorbs the collision energy while being displaced toward the vehicle body due to the collision of the collision body, so that the collision body holding means approaches the vehicle body in a direction close to the shock absorption section. It is displaced with respect to. As a result, the collision body is sandwiched between the impact absorbing portion and the collision body holding means and is held with respect to the vehicle body. That is, the collision body is further effectively suppressed from being separated from the vehicle body.

  Further, in this vehicle safety device, the collision body holding means operates by the displacement of the shock absorbing portion with respect to the vehicle body, so that the collision body can be held with an appropriate load during the collision energy absorption process. Furthermore, since the restoration of the shock absorbing portion is suppressed by the restoration suppressing means, the collision body can be held with an appropriate load even after the collision energy is absorbed.

  A vehicle safety device according to a fifth aspect of the present invention is the vehicle safety device according to the fourth aspect, wherein the impact absorbing portion is elongated in the vehicle width direction and supported on the vehicle body at both ends in the longitudinal direction. Each of the collision body holding means is connected to a different end in the longitudinal direction of the elastic member. Along with the bending deformation, the other end side has a pair of holding arms that are close to the elastic member side.

  In the vehicle safety device according to the fifth aspect, the elastic member elongated in the vehicle width direction bends and deforms toward the vehicle body with the collision of the collision body, so that each end of the elastic member is at least immediately before the collision of the collision body. The pair of holding arms connected to the different ends in the longitudinal direction are displaced so that the other ends are close to the elastic member. Thereby, in this vehicle safety device, the collision body is sandwiched between the elastic member of the impact absorbing portion and the pair of holding arms of the collision body holding means and is held by the vehicle body. That is, since the collision body is held by the pair of holding arms so as to be held from both sides in the vehicle width direction, the collision body is further effectively suppressed from being separated from the vehicle body.

  The vehicle safety device according to a sixth aspect of the present invention is the vehicle safety device according to the fifth aspect, wherein the collision body holding means includes a storage state in which the pair of holding arms are stored, and the pair of holding arms. The other end side of the pair of holding arms is arranged on the side of the elastic member when the other end is separated from the elastic member. It comes to be close to.

  In the vehicle safety device according to the sixth aspect, since the pair of holding arms can be stored, the holding arms can be stored, for example, during normal traveling. For example, when a collision of a collision body is predicted, if the pair of holding arms are in a deployed state, the pair of holding arms and the elastic member are displaced by the collision of the collision body with the elastic member. The collision body can be held between the two.

  According to a seventh aspect of the present invention, there is provided a vehicular safety device comprising: an impact absorbing portion for displacing a vehicle body while absorbing a collision load to absorb the collision energy of the collision body; A restoration restraining means for restraining restoration after absorption; and a collision body holding means for sandwiching and holding the collision body between the impact absorbing portion.

  In the vehicle safety device according to the seventh aspect, when a collision body collides with the impact absorbing portion, the impact absorbing portion is displaced to the vehicle body side while supporting the collision load, and the collision energy is absorbed by the integral of the load and the displacement. Furthermore, the collision body is held with respect to the vehicle body by the collision body holding means sandwiching the collision body between the collision body and the shock absorber. Then, after the energy is absorbed by the shock absorbing portion, the restoring of the shock absorbing portion is suppressed by the recovery suppressing means, so that the collision body is prevented from being separated (rebounded) from the vehicle body due to the recovery of the shock absorbing portion or Effectively suppressed. Moreover, it is suppressed that a collision body is pressed on the collision body holding means side with the restoration of an impact absorption part.

  Thus, in the vehicle safety device according to the seventh aspect, it is possible to suppress the collision body from being separated from the vehicle body while alleviating the collision load acting on the collision body.

  The vehicle safety device according to an eighth aspect of the present invention is the vehicle safety device according to the seventh aspect, wherein the impact absorbing portion includes an elastic member that elastically deforms while absorbing the collision energy of the collision body. The restoration suppression means is configured to prevent the elastic member from restoring after the collision energy is absorbed.

  In the vehicle safety device according to claim 8, the elastic member of the shock absorbing portion is elastically deformed so that the collision portion with the collision body is displaced toward the vehicle body, thereby absorbing the collision energy accompanying the collision of the collision body. To do. The restoration restraining means prevents the elastic member of the shock absorbing portion from restoring from the posture (deformed state) after energy absorption. Thereby, in this vehicle safety device, it is prevented or effectively suppressed that the collision body is separated (bounced back) from the vehicle body by the elastic restoring force of the elastic member.

  The vehicle safety device according to a ninth aspect of the present invention is the vehicle safety device according to the eighth aspect, wherein the elastic member includes a load input portion elongated in the vehicle width direction and a longitudinal direction of the load input portion. And a pair of support portions that support the vehicle body so as to be angularly displaced in a direction perpendicular to the longitudinal direction of the load input portion with respect to the vehicle body. The longitudinal ends of the load input portion are allowed to be angularly displaced around the support portion as the load input portion is bent and deformed, while the longitudinal ends of the load input portion are absorbed after the collision energy is absorbed by the collision of the colliding body. A mechanism for prohibiting angular displacement in the restoring direction of the load input portion around the support portion is included.

  In the vehicle safety device according to claim 9, when a collision body collides with the load input portion of the elastic member, the load input portion has the above-mentioned mechanism (for example, a ratchet mechanism or a one-way) at both ends in the vehicle width direction around the support portion. By bending toward the vehicle body while being angularly displaced (including torsional deformation at the support portion) to the side where angular displacement is allowed by a clutch or the like, the collision energy associated with the collision of the collision object is absorbed. After the impact load is absorbed by the elastic member, the above-mentioned mechanism prohibits the longitudinal end of the elastic member from being angularly displaced in the restoring direction around the support portion. Is maintained. Thereby, in this vehicle safety device, it is prevented or effectively suppressed that the collision body is separated (bounced back) from the vehicle body by the elastic restoring force of the elastic member.

  According to a tenth aspect of the present invention, there is provided a vehicular safety device according to the present invention, wherein the vehicle safety device supports a collision load and is displaced with respect to the vehicle body to absorb the collision energy of the collision body between the shock absorption section and the shock absorption section. And a collision body holding means for sandwiching and holding the collision body.

  In the vehicle safety device according to the tenth aspect, when a collision body collides with the impact absorbing portion, the impact absorbing portion is displaced to the vehicle body side while supporting the collision load, and the collision energy is absorbed by the integral of the load and the displacement. Furthermore, the collision body is held with respect to the vehicle body by the collision body holding means sandwiching the collision body between the collision body and the shock absorber. That is, the collision body is prevented or effectively suppressed from being separated from the vehicle body by the collision body holding means.

  Thus, in the vehicle safety device according to the tenth aspect, it is possible to suppress the collision body from being separated from the vehicle body while relaxing the collision load acting on the collision body.

  The vehicle safety device according to an eleventh aspect of the present invention is the vehicle safety device according to any one of the seventh to tenth aspects, wherein the collision body holding means is a pair of vehicles provided on both sides of the vehicle body in the vehicle width direction. The collision body includes the holding arm and the pair of holding arms that are in a deployed state allowing the collision body to approach the shock absorption section before the collision body collides with the shock absorption section. Arm driving means for making a transition to a holding state in which the collision body is sandwiched between the shock absorbing portion and the shock absorbing portion when it approaches or collides with a portion.

  In the vehicle safety device according to the eleventh aspect, before the collision body collides, the pair of holding arms are in a developed state in which the tips are separated in the vehicle width direction, and the collision body includes a pair of holding arms ( Between the tip of the two) and collide with the shock absorber. When the collision body approaches (passes between the holding arms) or collides (energy is absorbed) with respect to the shock absorbing portion, the arm driving means shifts the pair of holding arms to the holding state. Thereby, in this vehicle safety device, the collision body is held so as to be held by the pair of holding arms from both sides in the vehicle width direction, and the collision body is further effectively suppressed from being separated from the vehicle body.

  A vehicle safety device according to a twelfth aspect of the present invention is the vehicle safety device according to the eleventh aspect, wherein the pair of holding arms are configured to be in a retracted state stored in a vehicle body. Arm deployment means is further provided for causing the pair of holding arms to shift from the retracted state to the deployed state when a collision is predicted.

  In the vehicle safety device according to the twelfth aspect of the present invention, when the collision of the collision body is predicted, the arm expanding means is operated, so that the pair of holding arms are shifted to the expanded state. Thereby, usually, a pair of holding arms can be stored.

  The vehicle safety device according to a thirteenth aspect of the present invention is the vehicle safety device according to the twelfth aspect of the present invention, wherein the pair of holding arms can shift from the retracted state to the deployed state by being displaced with respect to the vehicle body. The arm deploying means resists a biasing member that applies a biasing force in a direction of shifting to the deployed state with respect to the pair of holding arms that are in the retracted state, and a biasing force of the biasing member. Arm lock means for maintaining the pair of holding arms in the retracted state, and lock release means for releasing the lock state by the arm lock means when a collision of the collision body is predicted. .

  In the vehicle safety device according to the thirteenth aspect, the pair of holding arms is locked at a position where the pair of holding arms is in the retracted state against the urging force of the urging member in the locked state by the locking means. When the collision of the colliding body is predicted, the lock release means releases the locked state by the lock means, so that the pair of holding arms is displaced to the position where the pair of holding arms are taken out by the urging force of the urging member. Thereby, an arm expansion | deployment means can be comprised with a simple structure.

  The vehicle safety device according to a fourteenth aspect of the present invention is the vehicle safety device according to the twelfth aspect, wherein the arm expanding means expands when the collision of the collision body is predicted, and the pair of holding arms The airbag is configured to be moved from the retracted state to the deployed state.

  In the vehicle safety device according to the fourteenth aspect, the state in which the airbag is folded is the retracted state of the pair of holding arms. By filling the airbag with gas and inflating the airbag, the pair of holding arms shift to the deployed state. Thereby, an arm expansion | deployment means can be comprised with a simple structure. For example, the airbag may itself constitute a pair of holding arms, or may drive a separate holding arm.

  A vehicle safety device according to a fifteenth aspect of the present invention is the vehicle safety device according to the fourteenth aspect, wherein the airbag is inflated to cover at least a part of the impact absorbing portion from the collision side of the collision body. It is supposed to be.

  In the vehicle safety device according to the fifteenth aspect, since the impact absorbing portion is covered with the airbag, it is possible to further alleviate the impact load acting on the collision object in the collision energy absorbing process.

  The vehicle safety device according to a sixteenth aspect of the present invention is the vehicle safety device according to the twelfth aspect, wherein the arm deployment means is operated when the collision of the collision body is predicted, and the pair of holding arms. Including a deployment actuator for displacing the lever from the retracted position to the deployed position.

  In the vehicle safety device according to the sixteenth aspect, the pair of holding arms are displaced from the position where the retracted state is taken to the position where the deployed state is taken by the deployment actuator. Thereby, an arm expansion | deployment means can be comprised with a simple structure. In addition, it is possible to set the position where the deployed state is taken to an arbitrary position, or to change the deployed state according to the collision situation (including selection from a plurality of deployed positions).

  A vehicle safety device according to a seventeenth aspect of the present invention is the vehicle safety device according to any one of the first to sixteenth aspects, wherein the arm driving means is caused by a force transmitted from the collision body. The pair of holding arms are shifted from the deployed state to the holding state.

  In the vehicle safety device according to claim 17, the arm driving means is configured so that the front ends of the pair of holding arms come close to the shock absorbing portion by a force transmitted directly or indirectly from the collision body. Drive the holding arm. As a result, the pair of holding arms can be shifted from the deployed state to the held state without depending on the actuator or the like.

  The vehicular safety device according to claim 18 is the vehicular safety device according to any one of claims 11 to 17, wherein the arm driving means is the impact absorbing portion caused by the collision of the collision body. The pair of holding arms are shifted from the deployed state to the holding state in accordance with the displacement of the vehicle body relative to the vehicle body.

  In the vehicle safety device according to claim 18, the pair of holding arms is changed from the deployed state to the held state as the shock absorbing portion collided with the collision body is displaced with respect to the vehicle body in the process of absorbing the collision energy. The That is, the arm driving means can shift the pair of holding arms from the deployed state to the held state in a timely manner by the collision load of the collision body. Further, in the vehicle safety device, the pair of holding arms can be shifted from the deployed state to the held state without relying on an actuator or the like.

  The vehicle safety device according to claim 19 is the vehicle safety device according to any one of claims 11 to 18, wherein the impact absorbing portion is elongated in the vehicle width direction and can be deformed flexibly. A load input portion, a pair of support portions that support both ends of the load input portion in the longitudinal direction so as to be angularly displaced with respect to the vehicle body in a direction perpendicular to the longitudinal direction of the load input portion, and the load input portion Is allowed to angularly displace at both ends in the longitudinal direction of the load input portion around the support portion as the vehicle body bends and deforms toward the vehicle body side. And a mechanism for prohibiting angular displacement of the both ends in the longitudinal direction around the support portion in the restoring direction of the load input portion, and the arm driving means includes the support at both ends in the longitudinal direction of the load input portion. Before angular displacement around the part Be to follow a pair of retaining arms, it has the pair of holding arms from the expanded state so as to shift to the holding state.

  In the vehicle safety device according to claim 19, when a collision body collides with the load input portion, the load input portion has the above-mentioned mechanism (for example, a ratchet mechanism, a one-way clutch, etc.) at both ends in the vehicle width direction around the support portion. Thus, the collision energy accompanying the collision of the collision object is absorbed by bending toward the vehicle body while being angularly displaced (including torsional deformation at the support portion) to the side where the angular displacement is allowed. Further, the pair of holding arms are shifted from the deployed state to the holding state following the angular displacement around the support portion of the load input portion. The arm driving means can shift the pair of holding arms from the deployed state to the held state in a timely manner by the collision load of the collision body. Further, in the vehicle safety device, the pair of holding arms can be shifted from the deployed state to the held state without relying on an actuator or the like.

  Furthermore, in this vehicle safety device, after absorbing the collision load due to deformation of the load input portion, the longitudinal direction both ends of the load input portion are in the restoring direction around the support portion by the above mechanism (for example, a ratchet mechanism, a one-way clutch, etc.). Therefore, the load input portion of the shock absorbing portion is maintained in the posture after energy absorption. Thereby, in this vehicle safety device, it is prevented or effectively suppressed that the colliding body is separated (rebounded) from the vehicle body when the load input unit is restored. For this reason, the collision body is held with an appropriate holding load between the load input portion and the pair of holding arms.

  The vehicle safety device according to a twentieth aspect of the present invention is the vehicle safety device according to any one of the first to sixteenth aspects, wherein the pair of holding arms are displaced by being displaced with respect to a vehicle body. The arm driving means includes a drive actuator that drives the pair of holding arms positioned at the deployed position that assumes the deployed state to the retained position that assumes the retained state. It is configured.

  In the vehicular safety device according to the twentieth aspect, for example, when it is detected that the collision body collides with the shock absorbing portion, the drive actuator is operated to displace the pair of holding arms from the deployed position to the holding position. In this configuration, the pair of holding arms can be displaced from the deployed position to the holding position at an arbitrary timing.

  A vehicle safety device according to a twenty-first aspect of the present invention is the vehicle safety device according to any one of the eleventh to twentieth aspects, wherein the pair of holding arms positioned at the holding position are coupled to each other. A coupling means was further provided.

  In the vehicle safety device according to the twenty-first aspect, since the pair of holding arms positioned at the holding position are coupled to each other, the collision body can be more effectively held with respect to the vehicle body.

  A vehicle safety device according to a twenty-second aspect of the present invention is the vehicle safety device according to the twenty-first aspect, wherein the arm coupling means is a contact coupling means for contacting the pair of holding arms.

  In the vehicle safety device according to the twenty-second aspect, since the pair of holding arms are coupled simply by bringing the pair of holding arms into contact with each other, the structure is simple. As the contact coupling means, friction coupling, adhesive coupling, magnetic coupling or the like can be employed.

  A vehicle safety device according to a twenty-third aspect of the present invention is the vehicle safety device according to the twenty-first aspect, wherein the arm coupling means is an engagement coupling means for locking the pair of holding arms.

  In the vehicle safety device according to the twenty-third aspect, since the pair of holding arms are coupled by locking the pair of holding arms, it is difficult to release the coupling.

  A vehicle safety device according to a twenty-fourth aspect of the present invention is the vehicle safety device according to any one of the first to twenty-third aspects, wherein the impact absorbing portion is supported so as to be able to contact and separate from a vehicle body. In addition, when the collision object is predicted to collide, the apparatus further includes an impact absorbing unit driving unit that drives the impact absorbing unit to an impact absorbing position separated from the vehicle body.

  In the vehicle safety device according to the twenty-fourth aspect, since the impact absorbing portion is separated from the vehicle body before the collision object collides, it is possible to ensure a sufficient collision energy absorption stroke.

  The vehicle safety device according to a twenty-fifth aspect of the invention is the vehicle safety device according to the twenty-fourth aspect of the invention, wherein the shock absorbing unit driving means is configured such that after the colliding body collides with the shock absorbing unit, the shock absorbing unit Is driven to the vehicle body side.

  In the vehicle safety device according to claim 25, since the impact absorbing portion is displaced to the vehicle body side after the impacting body collides with the impact absorbing portion, the peak of the impact load acting on the impacting body is reduced (equal to time). ).

  As described above, the vehicle safety device according to the present invention has an excellent effect that it is possible to suppress the collision body from being separated from the vehicle body while alleviating the collision load acting on the collision body.

  A vehicle safety device 10 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 6. It should be noted that arrow FR, arrow UP, arrow LH, and arrow RH, which are appropriately shown in the drawings, are the forward direction (traveling direction) of the vehicle 11 to which the vehicle safety device 10 is applied, and the upward direction of the vehicle vertical direction. , The left direction and the right direction when facing the arrow FR direction, respectively. That is, the arrow LH and the arrow RH indicate the outside in the vehicle width direction with respect to the center in the vehicle width direction.

  FIG. 2 is a perspective view of the vehicle safety device 10 applied to the automobile 11. As shown in this figure, the vehicle safety device 10 is provided at the front of the vehicle body of the automobile 11, and has an impact absorbing structure as an impact absorbing portion that faces both forward and upward (taken in a tilted posture with respect to the vertical plane). A body 12 is provided. The shock absorbing structure 12 is supported in the above-described backward inclined posture with respect to the front side member 14 forming the skeleton of the front portion of the vehicle 11. This will be specifically described below.

  The shock absorbing structure 12 includes a pair of left and right side frames 16 as support portions that are each elongated in the longitudinal direction of the vehicle body. In this embodiment, the pair of left and right side frames 16 is configured as a highly rigid member having a closed cross-sectional structure such as a pipe material. Further, in this embodiment, each side frame 16 has a circular cross section (the outer peripheral surface is a cylindrical surface). The pair of left and right side frames 16 are arranged on the upper side with respect to the corresponding front side members 14, and the respective front end portions 16 </ b> A are supported on the front end portions of the front side members 14 via the brackets 18 along the vehicle width direction. Each of the intermediate portions 16B in the longitudinal direction is supported by the front side member 14 via an actuator 20 as a shock absorbing unit driving means.

  In this supported state, the pair of left and right side frames 16 are inclined with respect to a horizontal plane (vehicle body longitudinal direction) so that the front end portion 16A is positioned below the longitudinal intermediate portion 16B, that is, the rear end portion 16C. . The left and right side frames 16 are bridged by an impact absorbing member 22 as an elastic member elongated in the vehicle width direction. In this embodiment, a plurality of (four in this embodiment) shock absorbing members 22 that are spaced apart and arranged in parallel in the longitudinal direction of each side frame 16 bridge between the left and right side frames 16.

  Each impact absorbing member 22 has a collision body receiving portion 24 as a load input portion elongated in the vehicle width direction, and a pair of legs 26 suspended from both ends in the longitudinal direction of the collision body receiving portion 24. It is configured. In this embodiment, the collision body receiving portion 24 is formed in a flat plate shape along the parallel direction of the plurality of shock absorbing members 22, and the pair of leg portions 26 are bent substantially at right angles to the collision body receiving portion 24. As described above, the collision body receiving portion 24 is continuous with the same width. Therefore, the shock absorbing member 22 has a substantially “U” shape that opens downward when viewed from the end in the width direction.

  Each impact absorbing member 22 has a support portion 25 fixed to an end portion of each leg portion 26 on the opposite side to the collision body receiving portion 24 side. Each support portion 25 is formed in a substantially cylindrical shape, and is supported by the corresponding side frame 16 so as to be rotatable (angular displacement) around its own axis. Further, each support portion 25 is prohibited from relative displacement in the axial direction with respect to the side frame 16 by a stopper (not shown).

  As described above, the collision body receiving portion 24 of the shock absorbing member 22 is located above the left and right side frames 16. In the shock absorbing member 22 having a substantially “U” shape as described above, the pair of legs 26 is restricted from relative displacement (contact and separation) in the vehicle width direction of each support portion 25, and the side frame 16. Are supported by the side frame 16 via the support portions 25 so that only angular displacement around the axis of the shaft is allowed. For this reason, as shown in FIGS. 5 (A) to 5 (C), the shock absorbing member 22 is subjected to forcible displacement (flexure deformation) toward the vehicle body at the center in the vehicle width direction of the collision body receiving portion 24. In this case, a displacement-load characteristic as shown by a solid line or an imaginary line in FIG. 6 is obtained.

  That is, each shock absorbing member 22 has a displacement region H (soft region) in which an increase in load is suppressed in accordance with an increase in displacement (deflection) of the collision body receiving portion 24 toward the vehicle body side (plate thickness direction). It is configured. The load and the range of displacement in the displacement region H are set as appropriate depending on the material of the material constituting the shock absorbing member 22, the size and shape of the shock absorbing member 22 (the collision body receiving portion 24, the pair of leg portions 26), and the like. Can do. Further, the displacement-load characteristic of each shock absorbing member 22 may be varied according to the installation position or the like.

  The left and right actuators 20 are, for example, hydraulically, pneumatically, electrically driven, etc., and can be expanded and contracted in the respective longitudinal directions, and the upper ends 20A are supported on the side frames 16 so as to be rotatable around the support shaft 20C along the vehicle width direction. At the same time, the lower end 20B is supported by the front side member 14 so as to be rotatable around a support shaft 20D along the vehicle width direction. Each actuator 20 is normally configured to be in a shortened state as shown in FIGS. 2 and 3A, and operates to expand as shown by an imaginary line in FIG. 3A. ing. By extending these actuators, the shock absorbing structure 12 is rotated around the support shaft 19 so as to be separated from the vehicle body, and the shock absorbing structure 12 is moved from the retracted posture (see FIG. 2) to the collision preparation posture (see FIG. 2). 3 (A), see FIG. 5 (A)).

  The collision preparation posture is a posture in which the shock absorbing structure 12 is rotated by an angle θ around the support shaft 19 with respect to the retracted posture. In this embodiment, the angle θ is in a range of approximately 50 ° to 80 °. Is set. As shown in FIG. 3B, it can be seen that the average acceleration (integrated value) of the collision object is reduced in the range of the angle θ of about 50 ° to 80 °, which contributes to good energy absorption. It has been confirmed that the effective (optimal) range of the angle θ does not depend on the collision speed of the collision body with respect to the shock absorbing structure 12, and is almost constant.

  The shock absorbing structure 12 described above may be disposed, for example, below (inside) the engine hood having a flexible structure, and at least a portion of the collision body receiving portion 24 excluding both ends in the vehicle width direction is exposed on the engine hood. May be arranged. Further, for example, a collection of the collision body receiving portions 24 (impact absorbing member 22) itself may be covered with a coating layer to form an engine hood. In this embodiment, the four shock absorbing members 22 are arranged so as to divide the engine hood substantially equally in plan view.

  Further, the vehicle safety device 10 includes a flip-up unit 28 as a guiding means. The flip-up portion 28 is configured by bridging between the lower portions 18 </ b> A extending to the lower side of the front side member 14 in the left and right brackets 18 with a flip-up rod 30. The flip-up rod 30 is separated from the road surface by a predetermined height at the front lower end of the automobile 11 and is configured as a part that first contacts (substantially receives a load) an impact body on the road surface of the automobile 11. Has been. Therefore, when the lower part Pl of the collision body P that is long in the vertical direction collides with the flip-up rod 30 as shown in FIG. 2, the lower part Pl of the collision body P is jumped up (scooped up), and FIG. As shown in FIG. 5C, the collision body P is guided so as to fall on the shock absorbing structure 12.

  The vehicle safety device 10 includes a collision body holding mechanism 32 for holding the collision body P received by the shock absorbing structure 12. The collision body holding mechanism 32 includes a bounce prevention mechanism 34 for preventing the collision body P from rebounding due to the restoration of the shock absorbing member 22 constituting the shock absorption structure 12 after the collision energy is absorbed by the shock absorption structure 12. The collision body securing mechanism 36 for holding the collision body P with respect to the shock absorbing structure 12 (vehicle body) is configured as a main part. That is, the collision body holding mechanism 32 positively holds the collision body P against the shock absorbing structure 12 and the rebound prevention mechanism 34 as a passive holding mechanism that prevents the collision body P from falling from 12. And a collision body securing mechanism 36 to be secured). This will be specifically described below.

  As shown in FIGS. 1 and 2, the rebound prevention mechanism 34 includes a ratchet mechanism (claw wheel) 38 formed on each support portion 25 of the shock absorbing member 22 and a ratchet mechanism 40 that meshes with the ratchet teeth 38. It is said that. As shown in FIGS. 1 (A) to 1 (C), the rebound preventing mechanism 34 allows the pair of leg portions 26 to be angularly displaced in a direction that falls inward in the vehicle width direction (arrow A direction). On the other hand, the pair of leg portions 26 is configured to prohibit angular displacement in the direction of the arrow B opposite to the arrow A.

  Thereby, as shown in FIG. 1C, the rebound preventing mechanism 34 is a shock absorbing member in which the collision body receiving portion 24 is bent and deformed while the pair of leg portions 26 are brought down in the direction of arrow A by the collision of the collision body P. 22 is prohibited from restoring from the deformed state (returning to the state shown in FIG. 1B). In other words, the vehicle safety device 10 is configured such that the shock absorbing member 22 is maintained in the posture shown in FIG. 1C after the collision energy of the colliding body P is absorbed by the shock absorbing structure 12. Thereby, in the vehicle safety device 10, separation of the collision body P from the shock absorbing structure 12 due to the restoration of the shock absorbing member 22 is prevented.

  As shown in FIGS. 1 and 2, the collision body securing mechanism 36 includes a pair of left and right (in the vehicle width direction) holding arms 42 for securing the collision body P in the shock absorbing structure 12. One end of each of the pair of holding arms 42 is connected to the tip of an extended leg 44 extending forward and upward from a different leg 26 of the shock absorbing member 22 via a support shaft 46 substantially parallel to the side frame 16. The support shaft 46 is supported so as to be rotatable. Although the collision body securing mechanism 36 is provided in at least one of the plurality of impact absorbing members 22, only one is shown in the drawing.

  As shown in FIG. 1 (A), the pair of holding arms 42 rotate around the support shaft 46, whereby a storage position (posture) that is substantially parallel to the collision body receiving portion 24 and FIG. 1 (B). As shown in FIG. 5, the free end 42A side can be set at a deployed position where the free end 42A side is positioned forward and upward. The deployed position is a position (posture) that allows the collision body P to pass between the free ends 42A so that the collision body P approaches (collises) the collision body receiving portion 24. As shown in FIG. 1B, the deployed posture is such that the angle α formed by the pair of holding arms 42 with respect to the reference line L parallel to the collision body receiving portion 24 (before the collision of the collision body P) is 90. It is set to be in the range of ° to 140 °. In this embodiment, the deployed posture is set by a stopper 48 provided on the extended leg portion 44.

  The collision body securing mechanism 36 includes a deployment spring 50 as an urging member constituting the arm deployment means. As shown in FIG. 1A, the deployment springs 50 are respectively disposed between the collision body receiving portion 24 and the pair of holding arms 42, and the pair of holding arms 42 are moved from the retracted position by the respective urging forces. It is set as the structure which can be displaced to a deployment position. The unfolding spring 50 may be configured as a compression coil spring, or may be configured as a torsion coil spring in which a coil portion is disposed around the support shaft 46.

  Further, the collision body securing mechanism 36 includes a lock unit for locking the pair of holding arms 42 in the storage position and a lock mechanism 52 as a lock release unit for releasing the locked state by the lock unit. For example, as shown in FIG. 2, the lock mechanism 52 includes a lock piece 52 </ b> A that engages with each free end 42 </ b> A of the pair of holding arms 42 that are positioned at the retracted position, and the lock piece 52 </ b> A includes each free end of the pair of holding arms 42. An actuator 52B that can be driven from a lock position that engages 42A to a release position in which the lock piece 52A is engaged with each free end 42A of the pair of holding arms 42 is configured.

  Thereby, the collision body securing mechanism 36 is configured such that when the lock piece 52A of the lock mechanism 52 is located at the lock position, the pair of holding arms 42 are held at the respective positions, and the lock piece 52A is displaced to the release position. The pair of holding arms 42 are displaced to the deployed position by the urging force of the deployment spring 50.

  In addition, as the locking means and the unlocking means, for example, a member that breaks the coupling portion between the pair of holding arms 42 and the shock absorbing structure 12 (the collision body receiving portion 24 or the like) (burns out by an electric current, explosive, or the like) is adopted. You can also

  In this embodiment, the collision body securing mechanism 36 is in a holding position where the pair of holding arms 42 secures the collision body P with respect to the shock absorption structure 12 by the deformation of the shock absorbing member 22 due to the collision of the collision body P. It is set as the structure displaced. Specifically, the pair of holding arms 42 connected to the pair of leg portions 26 via the extended leg portions 44 are provided with a collision body receiving member as the collision body P collides as shown in FIG. When the portion 24 is bent and deformed to the vehicle body side, the pair of leg portions 26 follow the fall in the vehicle width direction inside (arrow A direction) accompanying the bending deformation of the collision body receiving portion 24 and fall inward in the vehicle width direction. It is like that.

  As the pair of holding arms 42 fall down in this way, the collision body securing mechanism 36 secures the collision body P by sandwiching the collision body P between the collision body receiving portion 24 and the pair of holding arms 42 (displaced to the holding position). ) In this embodiment, it can be understood that the extended leg portion 44 that transmits the deformation of the shock absorbing member 22 to the pair of holding arms 42 as an angular displacement corresponds to the arm driving means in the present invention. It is also possible to grasp that the shock absorbing structure 12 including the member 22 and the extending leg 44 correspond to the arm driving means in the present invention.

  The vehicle safety device 10 includes an ECU 54 as control means. As shown in FIG. 2, the ECU 54 is electrically connected to each actuator 20 and the lock mechanism 52 (only the connection with one actuator 20 is shown in FIG. 2). Although not shown, the ECU 54 receives signals from various vehicle sensors such as a millimeter wave radar (distance sensor), a vehicle speed sensor, and a CCD camera (imaging means) directly or via another ECU. It has become so.

  Based on these pieces of information, the ECU 54 predicts the collision of the collision object P. Such a prediction method can use various known methods and will not be described. The ECU 54 operates each actuator 20 and the actuator 52B of the lock mechanism 52 when the collision of the collision body P is predicted. Therefore, in the vehicle safety device 10, when the ECU 54 predicts a collision, the shock absorbing structure 12 changes its posture from the storage posture to the collision preparation posture, and the pair of holding arms 42 are displaced from the storage position to the deployed position. It is set as the structure.

  Next, the operation of the first embodiment will be described with reference to the flowchart of FIG. 4 showing the control flow of the ECU 54.

  In the automobile 11 to which the vehicle safety device 10 having the above-described configuration is applied, the ECU 54 causes the collision object P to collide in front in step S10 based on information for collision prediction from various vehicle sensors, other ECUs, and the like. Is predicted (whether the collision probability is equal to or higher than a threshold value). When determining that the frontal collision of the collision object P is not predicted, the ECU 54 returns to step S10.

  On the other hand, when it is determined in step S10 that the collision of the collision object P is predicted, the ECU 54 proceeds to step S12 and operates each actuator 20. Then, each actuator 20 expands by a predetermined amount, and as a result, the shock absorbing structure 12 changes its posture to the collision preparation posture as shown in FIGS. 3 (A) and 5 (A).

  Next, the ECU 54 proceeds to step S14, and determines whether or not a frontal collision of the colliding body P is unavoidable based on information for collision prediction from various vehicle sensors and other ECUs. When it is determined that the frontal collision of the collision body P is inevitable, that is, is avoided, the ECU 54 proceeds to step S16 and operates each actuator 20 in the shortening direction. Then, each actuator 20 is shortened by a predetermined amount, and by this shortening, the posture of the shock absorbing structure 12 changes to the retracted posture as shown in FIGS. 2 and 4A.

  On the other hand, if it is determined in step S14 that a frontal collision of the colliding body P is unavoidable, the ECU 54 proceeds to step S18 and activates the actuator 52B of the lock mechanism 52. Then, the lock piece 52A of the lock mechanism 52 moves to a disengagement position with respect to each free end 42A of the pair of holding arms 42, and the lock of the pair of holding arms 42 to the storage position by the lock mechanism 52 is released. As a result, the pair of holding arms 42 are each displaced to the deployed position by the urging force of the deployment spring 50. The control by the ECU 54 ends here.

  In the automobile 11, when the collision body P collides with the front surface side, first, as shown in FIG. 5A, the flip-up rod 30 of the flip-up portion 28 contacts the lower part Pl of the collision body P. As shown in FIG. 5B, the collision body P is guided (with a rearward downward velocity component) onto the shock absorbing structure 12 such that the lower portion Pl is pinched.

  Then, the collision body P passes between the pair of holding arms 42 and comes into contact with the collision body receiving portion 24 of each shock absorbing member 22 constituting the shock absorbing structure 12. As shown in FIG. 5 (C), the shock absorbing member 22 is pushed down in the thickness direction (vehicle body) so that the collision body receiving portion 24 is pushed mainly by the upper portion Pu of the collision body P. It is bent to the side. Thereby, the impact energy corresponding to the integration of the support load by the displacement is absorbed by the shock absorbing structure 12.

  Further, in the automobile 11 to which the vehicle safety device 10 is applied, the pair of holding arms 42 of the collision body securing mechanism 36 are displaced from the deployed position to the holding position in accordance with the deformation of the impact absorbing member 22. Then, the collision body P that presses the collision body receiving portion 24 toward the vehicle body while being in contact with the collision body receiving portion 24 is sandwiched between the collision body receiving portion 24 and the pair of holding arms 42. Thereby, the collision body P is prevented from falling from the shock absorbing structure 12 (vehicle body).

  When the collision energy of the collision body P is absorbed by the deformation of each shock absorbing member 22 and the deformation of the shock absorbing member 22 is stopped, the ratchet 40 meshes with the ratchet teeth 38 and each support portion 25 moves in the direction of arrow B. Therefore, the shock absorbing member 22 is maintained in a deformed state (posture) when the collision energy absorption of the collision body P is completed. For this reason, the rebound prevention mechanism 34 prevents the collision body P from rebounding due to the restoration of the impact absorbing member 22. Further, in the collision body securing mechanism 36, the position of the pair of holding arms 42 that are displaced depending on the deformation of the shock absorbing member 22 is maintained at the holding position, and between the pair of holding arms 42 and the collision body receiving portion 24. The state in which the collision body P is sandwiched and held between the two is maintained.

  As described above, in the vehicle safety device 10, the impact energy of the impact body P is absorbed by the impact absorbing member 22 of the impact absorbing structure 12 being deformed. In particular, since the shock absorbing structure 12 receives the collision body P from the retracted posture to the collision preparation posture, a sufficient shock absorption (deformation) stroke of the collision body receiving portion 24 can be secured. The acting impact load (peak) can be reduced. Moreover, since the shock absorbing member 22 constituting the shock absorbing structure 12 exhibits the displacement-load characteristic as shown by the solid line in FIG. 6, the shock load acting on the collision body P can be further alleviated.

  Further, in the vehicle safety device 10, the deformation of the impact absorbing member 22 due to the absorption of the collision energy is maintained by the rebound prevention mechanism 34 even after the collision energy is absorbed. The collision body P is not dropped from the shock absorbing structure 12.

  Further, in the vehicle safety device 10, the pair of holding arms 42 of the collision body securing mechanism 36 holds the collision body P between the shock absorption member 22 due to the deformation of the shock absorption member 22 accompanying the absorption of the collision energy. Therefore, the collision body P is also prevented from dropping from the shock absorbing structure 12 in the process of absorbing the collision energy.

  Furthermore, in the vehicle safety device 10, the collision body securing mechanism 36 includes a pair of left and right holding arms 42, so that the collision body P is brought into contact with the collision body receiving portion 24 by the pair of holding arms 42. It can be held in between. That is, the collision body P is further effectively suppressed or prevented from falling off the shock absorbing structure 12.

  In addition, as described above, the shock absorbing member 22 is maintained in the deformed state by the rebound preventing mechanism 34 even after the collision energy is absorbed, so that the collision body P is held by the pair of holding arms 42 even after the collision energy is absorbed. Maintained. For this reason, it is more effectively suppressed or prevented that the collision body P drops off from the shock absorbing structure 12 after absorbing the collision energy.

  Further, in the vehicle safety device 10, the rebound preventing mechanism 34 that performs the above function is configured with a simple structure with the ratchet teeth 38 and the ratchet 40 provided in each support portion 25 as main parts.

  Further, in the vehicle safety device 10, the pair of holding arms 42 of the collision body securing mechanism 36 are displaced from the deployed position to the holding position following the deformation of the shock absorbing member 22. The holding arm 42 can be driven. Further, the pair of holding arms 42 can be displaced from the deployed position to the holding position in a timely manner without relying on control by the ECU 54.

  Furthermore, since the pair of holding arms 42 can take the storage position, the pair of holding arms 42 can be stored in the shock absorbing structure 12 during normal traveling. That is, the pair of holding arms 42 does not hinder normal traveling. Further, since the pair of holding arms 42 is displaced from the retracted position to the deployed position by the urging force of the deploying spring 50, the pair of retaining arms 42 can have the retracted position (having arm deploying means) with a simple structure. The collision body securing mechanism 36 can be configured. Thus, the ECU 54 can deploy the pair of holding arms simply by operating the actuator 52B of the lock mechanism 52.

  Next, another embodiment of the present invention will be described. Note that parts and portions that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and the description thereof is omitted. May be omitted.

(Second Embodiment)
A vehicle safety device 60 according to a second embodiment of the present invention will be described with reference to FIGS. FIG. 7 shows a retracted state of the vehicle safety device 60 in a schematic side view, and FIG. 8 shows a developed state of the vehicle safety device 60 in a schematic side view. . As shown in these drawings, the vehicle safety device 60 has a shock absorbing structure 62 in that the shock absorbing structure 62 can be driven into a retracted state and a deployed state by being driven by a driving mechanism 66 as a shock absorbing unit driving means. This is different from the vehicle safety device 10 in which the body 12 is driven by each actuator 20 to take the retracted posture and the deployed posture.

  As shown in FIGS. 7 and 9, the shock absorbing structure 62 includes a shock absorbing structure 62 as a load input portion, and supports the shock absorbing structure 62 with respect to the vehicle body and stores the shock absorbing structure 62 in the retracted posture. And a drive mechanism 66 for driving between the extended posture and the deployed posture.

  The shock absorbing structure 62 includes a pair of left and right side frames 68 that extend in the front-rear direction, and a connecting member 70 that bridges between the pair of left and right side frames 68. The connection member 70 may not be provided. The pair of left and right side frames 68 are configured by connecting a rear frame 68B to a rear end side of a front frame 68A that is long in the front-rear direction. In this embodiment, the front frame 68A and the rear frame 68B are fixed to each other so as to form an obtuse angle with each other and keep the angle constant. Therefore, each of the pair of left and right side frames 68 may be composed of one member.

  In the shock absorbing structure 62, a plurality of shock absorbing members 22 span a pair of left and right side frames 68. That is, each shock absorbing member 22 is supported by a pair of left and right side frames 68 through each support portion 25 so that only angular displacement around each support portion 25 is possible. Each of the support portions 25 is provided with ratchet teeth 38 on the outer peripheral surface thereof, and is allowed to be angularly displaced in the direction of arrow A, while the ratchet 40 is prohibited from angular displacement in the direction of arrow B.

  Although illustration is omitted, the shock absorbing structure 62 is stored (accommodated) so as to be able to advance and retreat in a storage portion formed in, for example, an engine hood. FIG. 7 shows a state in which the shock absorbing structure 62 takes the retracted posture.

  The drive mechanism 66 includes a four-joint link mechanism 72 and an actuator 74 that applies a drive force to the four-joint link mechanism 72. The four-bar linkage mechanism 72 includes a fixed link 76 fixed to the vehicle body, a pair of front and rear intermediate links 78 that are rotatably connected around the link shafts 72A and 72B at the front and rear ends of the fixed link 76, and a pair of intermediate links. An upper output link 80 that is rotatably connected to each upper end of the link shaft 72C, 72D and a lower output that is rotatably connected to each intermediate portion of the pair of intermediate links 78 about the link shafts 72E, 72F. And a link 82. The fixed link 76, the upper output link 80, and the lower output link 82 are provided in parallel with each other, and the pair of front and rear intermediate links 78 are provided in parallel with each other.

  The upper output link 80 has a front end extending from the link shaft 72C, which is a connection point with the intermediate link 78 on the front side, and a link shaft at a middle portion in the longitudinal direction of the shock absorbing structure 62 (side frame 68). The lower output link 82 is rotatably connected around 72G, and the tip of the lower output link 82 extending forward from the link shaft 72E, which is the connection point with the front intermediate link 78, has a shock absorbing structure 62 (side frame 68). Is connected to the front end of the shaft so as to be rotatable around the link shaft 72H. In this embodiment, the link shafts 72 </ b> G and 72 </ b> H are arranged at a connection portion with the connection member 70 in the side frame 68.

  In this embodiment, the actuator 74 is a motor actuator (motor with a speed reducer), and is configured to rotate the intermediate link 78 on the rear side around the link shaft 72B with respect to the fixed link 76 by operating. Yes. The actuator 74 is rotatable forward and backward, rotates forward to rotate the intermediate link 78 in the direction of arrow C shown in FIG. 7, and rotates backward to rotate the pair of front and rear intermediate links 78 in the direction of arrow D. Yes.

  When the actuator 74 is rotated forward from the retracted posture of the shock absorbing structure 62 shown in FIGS. 7 and 9, the shock absorbing structure 62 moves from the retracted posture in the direction of arrow E as shown in FIGS. The posture changes to the collision preparation posture. The collision preparation posture may be set as a predetermined posture with respect to the vehicle body, but in this embodiment, the collision preparation posture can be adjusted to a desired posture according to the rotation amount of the actuator 74. Further, in the shock absorbing structure 62, the actuator 74 is reversed from the collision preparation posture to displace the shock absorbing structure 62 to the return side to the retracted posture, that is, the vehicle body side.

  The vehicle safety device 60 includes an ECU 84 instead of the ECU 54, and the ECU 84 controls the actuator 74 and the lock mechanism 52 of the drive mechanism 66. The control of the ECU 84 will be described later.

  Further, as shown in FIGS. 7 and 8, the vehicle safety device 60 includes a flip-up mechanism 86 as guiding means. The flip-up mechanism 86 is formed between a swing arm 88 as a pair of left and right advancing / retracting members whose upper ends are independently rotatably supported by a pair of left and right side frames 68, and a lower end of the pair of left and right swing arms 88. In order to independently rotate and drive the jumping rod 90 as a guided member, the connecting rod 92 spanned between the middle portions in the vertical direction of the pair of left and right swing arms 88, and the pair of left and right swing arms 88. And an actuator 94 (only one of which is shown in FIG. 7).

  The flip-up rod 90 and the connecting rod 92 are made of a high-strength material (for example, a rubber material) having flexibility that can bend and stretch, respectively. The posture shown in FIGS. 7 and 9 is the retracted posture, and the posture shown by the imaginary line in FIG. 7 is the flip-up posture.

  The flip-up mechanism 86 rotates (picks up) the lower portion Pl of the collision body P by rotating the pair of left and right swing arms 88 in the direction of arrow F to move (project) the flip-up rod 90 forward. The collision body P is guided (bounced up) onto the shock absorbing structure 62. Further, the flip-up mechanism 86 can move the flip-up rod 90 forward in a posture inclined with respect to the vehicle width direction in plan view by making the rotation amounts of the left and right swing arms 88 different. Thereby, when the collision body P is offset with respect to the center part in the vehicle width direction and contacts the flip-up rod 90, the swing arm 88 on the offset side (collision side) is larger than the swing arm 88 on the opposite side. By rotating in the F direction, the collision body P can be guided to the center of the shock absorbing structure 62 in the vehicle width direction.

  In the flip-up mechanism 86, the operation of each actuator 94 is controlled by the ECU 84 as the guidance control means. That is, in the vehicle safety device 60, the control means for the shock absorbing structure 62, the control means for the flip-up mechanism 86, and the control means for the collision body securing mechanism 36 are shared. As shown in FIG. 7, the ECU 84 is electrically connected to each of the actuator 74, the pair of actuators 94, and the actuator 52 </ b> B of the lock mechanism 52 that constitutes the collision body securing mechanism 36. Although not shown, the ECU 84 receives signals from various vehicle sensors such as a millimeter wave radar (distance sensor), a vehicle speed sensor, and a CCD camera (imaging means) directly or via another ECU. It has become so.

  Based on these pieces of information, the ECU 84 predicts and detects whether or not a collision is predicted, whether or not a collision is unavoidable, a collision speed, and the size of a collision object. Since these well-known various methods can be used for these prediction and detection methods, description is abbreviate | omitted. In this embodiment, the ECU 84 is configured to predict and detect the presence or absence (offset amount) of the offset of the collision predicted position of the collision object P with respect to the center in the vehicle width direction based on the above information. The ECU 84 controls the actuator 74, the pair of actuators 94, and the actuator 52B based on the various predictions and detection results as described above. This control will be described later together with the operation of this embodiment.

  Next, the operation of the second embodiment will be described with reference to the flowchart of FIG. 12 showing the control flow of the ECU 54.

  In the automobile 11 to which the vehicle safety device 60 having the above-described configuration is applied, the ECU 54 causes the collision object P to collide frontward based on information for collision prediction from various vehicle sensors and other ECUs in step S20. Is predicted (whether the collision probability is equal to or higher than a threshold value). If it is determined that a frontal collision of the collision object P is not predicted, the ECU 54 returns to step S20.

  On the other hand, when it is determined in step S20 that the collision of the collision object P is predicted, the ECU 54 proceeds to step S22 and causes the actuator 74 to rotate forward. Then, the shock absorbing structure 62 is changed to the collision ready posture as shown in FIGS. 8 and 10 through the four-bar linkage mechanism 72 of the drive mechanism 66.

  Next, the ECU 84 proceeds to step S24, and determines whether or not a frontal collision of the collision object P is unavoidable based on collision prediction information from various vehicle sensors and other ECUs. When it is determined that the frontal collision of the collision body P is not unavoidable, that is, is avoided, the ECU 84 proceeds to step S26 and reverses the actuator 74. Then, the shock absorbing structure 62 is changed in posture from the collision ready posture to the retracted posture as shown in FIGS. 7 and 9 via the four-bar linkage mechanism 72 of the drive mechanism 66.

  On the other hand, if it is determined in step S24 that a frontal collision of the collision object P is unavoidable, the ECU 84 proceeds to step S28 and activates the actuator 52B of the lock mechanism 52. Then, the lock piece 52A of the lock mechanism 52 moves to a disengagement position with respect to each free end 42A of the pair of holding arms 42, and the lock of the pair of holding arms 42 to the storage position by the lock mechanism 52 is released. As a result, the pair of holding arms 42 are each displaced to the deployed position by the urging force of the deployment spring 50.

  Further, the ECU 84 proceeds to step S30 and operates the flip-up mechanism 86. Specifically, the ECU 84 controls the left and right sides according to the vehicle width direction offset amount of the predicted collision position of the collision body P so that the collision body P is guided to the center portion in the vehicle width direction of the shock absorbing structure 62. The drive amount of the actuator 94 is controlled. Accordingly, the collision body P is guided to the center portion in the vehicle width direction of the shock absorbing structure 62 through the pair of holding arms 42.

  Then, the ECU 84 proceeds to step S32 and repeats until the colliding body P collides with the shock absorbing structure 62. When the ECU 84 determines that the colliding body P collides (contacts) with the shock absorbing structure 62, the ECU 84 proceeds to step S34. move on. In step S34, the ECU 84 controls the actuator 74 (here, feed-forward control) so that the load acting on the collision body P is as shown in the displacement region H of FIG. Specifically, as shown in FIG. 11, an operation for absorbing energy while displacing (retracting) the shock absorbing structure 62 from the collision preparation position to the storage position side (in the direction of arrow G in FIG. 8) (hereinafter referred to as a soft mode). Execute).

  Here, basically, the load-displacement characteristic shown in FIG. 6 is obtained as the characteristic of the shock absorbing member 22 supported by the pair of side frames 68 via the support portions 25. Appropriate load-displacement in various collision modes by executing a soft mode according to the size, weight, and collision speed (for example, feedforward control according to the size, weight, and collision speed of the collision object P) Characteristics can be realized. Thereby, the collision body P absorbs the collision energy while bending and deforming the collision body receiving portion 24 of each shock absorbing member 22 constituting the shock absorption structure 62 which is appropriately retracted in the soft mode in the upper portion Pu. Is done. That is, the impact energy corresponding to the integration of the support load by the displacement is absorbed by the shock absorbing structure 12.

  Further, in the automobile 11 to which the vehicle safety device 60 is applied, as shown in FIG. 12, the pair of holding arms 42 of the collision body securing mechanism 36 is moved from the deployed position to the held position as the impact absorbing member 22 is deformed. Displaced. Then, the collision body P that presses the collision body receiving portion 24 toward the vehicle body while being in contact with the collision body receiving portion 24 is sandwiched between the collision body receiving portion 24 and the pair of holding arms 42. Thereby, the collision body P is prevented from falling from the shock absorbing structure 12 (vehicle body).

  When the collision energy of the collision body P is absorbed by the deformation of each shock absorbing member 22 and the deformation of the shock absorbing member 22 is stopped, the ratchet 40 meshes with the ratchet teeth 38 and each support portion 25 moves in the direction of arrow B. Therefore, the shock absorbing member 22 is maintained in a deformed state (posture) when the collision energy absorption of the collision body P is completed. For this reason, the rebound prevention mechanism 34 prevents the collision body P from rebounding due to the restoration of the shock absorbing member 22. Further, in the collision body securing mechanism 36, the position of the pair of holding arms 42 that are displaced depending on the deformation of the shock absorbing member 22 is maintained at the holding position, and between the pair of holding arms 42 and the collision body receiving portion 24. The state in which the collision body P is sandwiched and held between the two is maintained.

  As described above, in the vehicle safety device 60, when the collision body P collides, the collision body P is guided to the center of the shock absorption structure 62, and the shock absorption structure 62 is appropriately retracted in the process of absorbing the collision energy. It functions similarly to the vehicle safety device 10 except that the soft mode is executed.

  Therefore, also by the vehicle safety device 60 according to the second embodiment, the same effect can be obtained basically by the same operation as the vehicle safety device 10 according to the first embodiment. In the vehicle safety device 60, the collision energy of the collision body P can be absorbed while controlling the load acting on the collision body P, so that the protection performance of the collision body P is further improved. Further, in the vehicle safety device 60, the collision body P can be guided to the center in the vehicle width direction of the shock absorbing structure 62 by the flip-up mechanism 86, so that the collision body P is more effectively provided with the pair of holding arms 42. Can be secured.

  In the second embodiment, an example in which the vehicle safety device 60 includes the flip-up mechanism 86 has been described. However, the present invention is not limited to this, and for example, the flip-up unit 28 is replaced with the flip-up mechanism 86. It is good also as a structure to have. Conversely, the flip-up mechanism 86 may be applied to the vehicle safety device 10 according to the first embodiment.

(Third embodiment)
FIG. 13A shows a characteristic front view of a vehicle safety device 100 according to the third embodiment of the present invention, and FIG. 13B shows a vehicle safety. The apparatus 100 is shown in schematic plan view. As shown in these drawings, the vehicle safety device 100 includes a pair of holding arms 102 that are arranged offset in the vehicle body vertical direction (and the front-rear direction) instead of the pair of holding arms 42. This is different from the vehicle safety devices 10 and 60 according to the first and second embodiments. Note that FIGS. 13A and 13B show a pair of holding arms 102 positioned at the holding positions, respectively. Other configurations of the vehicle safety device 100 are the same as the corresponding configurations of the vehicle safety device 10 or the vehicle safety device 60.

  Therefore, also by the vehicle safety device 100 according to the third embodiment, the same effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Moreover, in the vehicle safety device 100, the pair of holding arms 102 can be displaced to the holding position without causing the pair of holding arms 102 arranged offset to interfere with each other. Further, the pair of holding arms 102 can be made longer in the vehicle width direction than the pair of holding arms 42. In this case, the pair of holding arms 102 may be formed to be curved so as to be concave toward the collision body P so as to hold the collision body P.

(Fourth embodiment)
FIG. 14 is a schematic front view showing the characteristic part of the vehicle safety device 110 according to the fourth embodiment of the present invention. As shown in this figure, the vehicle safety device 110 includes first and second coupling structures 111 as arm coupling means for coupling the free ends 112A of the pair of holding arms 112 at the holding position. This is different from the vehicle safety devices 10 and 60 according to the embodiment.

  In the coupling structure 111, the free ends 112 </ b> A of the pair of holding arms 112 are each formed in a substantially comb shape, and a plurality of fitting projections 114 that are mutually formed are fitting slits formed between the fitting projections 114. It fits between 116. As a result, the pair of holding arms 112 displaced to the holding position are coupled to each other by contact friction caused by the fitting of the free ends 112A. It is possible to further strengthen the coupling between the pair of holding arms 112 by providing an adhesive, a magnet, or the like at the free end 112A. Other configurations of the vehicle safety device 110 are the same as the corresponding configurations of the vehicle safety device 10 or the vehicle safety device 60.

  Therefore, even with the vehicle safety device 110 according to the fourth embodiment, basically the same effect can be obtained by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . In the vehicle safety device 110, since the free ends 112A of the pair of holding arms 112 positioned at the holding positions are coupled to each other, the collision body P can be more effectively held on the shock absorbing structures 12 and 62. it can.

(Fifth embodiment)
FIG. 15 is a schematic front view showing a characteristic portion of a vehicle safety device 120 according to the fifth embodiment of the present invention. As shown in this figure, the vehicle safety device 120 includes a coupling structure 121 as an arm coupling means in which the fitting portions between the free ends 122A of the pair of holding arms 122 are tapered instead of the coupling structure 111. This is different from the vehicle safety device 110 according to the fourth embodiment.

  In the coupling structure 121, each of the free ends 122A of the pair of holding arms 122 has a tapered fitting slit 124 that opens wide at the tip side and narrows at the root side, and narrows at the tip side and wide at the root side. A plurality of wedge-shaped fitting projections 126 are formed. For this reason, the pair of holding arms 122 is configured to be strongly fitted and the coupling force (friction effect) is increased as the overlap between the free ends 122A is increased. In this configuration as well, it is possible to further strengthen the coupling between the pair of holding arms 122 by providing an adhesive, a magnet, or the like at the free end 122A (the fitting surface of the fitting convex portion 126). Other configurations of the vehicle safety device 120 are the same as the corresponding configurations of the vehicle safety device 110 (vehicle safety devices 10, 60).

  Therefore, also by the vehicle safety device 120 according to the fifth embodiment, basically the same effect can be obtained by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 120, since the free ends 122A of the pair of holding arms 122 positioned at the holding positions are coupled to each other, the collision body P can be more effectively held on the shock absorbing structures 12, 62. it can.

(Sixth embodiment)
FIG. 16A shows a characteristic front view of a vehicle safety device 130 according to the sixth embodiment of the present invention. FIG. 16B shows a vehicle safety device. The device 130 is schematically shown in plan view. As shown in these drawings, the vehicle safety device 130 includes a coupling structure 131 as arm coupling means for coupling the free ends 132A of the pair of holding arms 132 positioned at the holding positions. This is different from the vehicle safety devices 10 and 60 according to the second embodiment.

  In the coupling structure 131, one free end 132 </ b> A of the pair of holding arms 132 has a convex portion 134 whose central portion in the width direction (vehicle body vertical direction) protrudes in the longitudinal direction (vehicle width direction). The other free end 132A of 132 has a notch 136 in which a central portion in the width direction (the vehicle body vertical direction) is notched. The convex portion 134 is configured to enter the cutout portion 136 when it is located at the holding position.

  As shown in FIGS. 16C and 16D, the engagement piece 138 is formed at one of the edges of the notch 136 in the protrusion 134 and the other holding arm 132, and the protrusion 134 is notched. It is provided so as to be able to advance and retreat along an intersecting (orthogonal) direction with a direction entering the portion 136. In this embodiment, the engaging piece 138 is partly inserted into the concave portion 134 </ b> A formed in the convex portion 134 and is biased to a posture protruding from the convex portion 134 by the spring 140.

  As the engagement piece 138 is displaced to the holding position, the side on which the counterpart holding arm 132 approaches is a tapered surface 138A. By engaging with the counterpart holding arm 132, the pair of holding arms 132 are brought into the holding position. A part of the displacing force is converted into a force by which the engagement piece 138 is pushed into the recess 134A. As a result, when the pair of holding arms 132 move to the holding position, a part of the engaging piece 138 is inserted into the engaging hole 142 opened in the notch 136 in the other holding arm 132. ing. The surface of the engagement piece 138 opposite to the tapered surface 138A is a vertical surface, so that the coupling of the pair of holding arms 132 is not released even when receiving the load Fp from the collision body P side. Other configurations of the vehicle safety device 130 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, the vehicle safety device 130 according to the sixth embodiment can basically obtain the same effect by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 130, the free ends 132A of the pair of holding arms 132 positioned at the holding position are coupled to each other by the locking structure of the engagement piece 138 and the engagement hole 142, so The shock absorbing structures 12 and 62 can be held more effectively.

(Seventh embodiment)
17 (A) and 17 (B), the characteristic part of the vehicle safety device 150 according to the seventh embodiment of the present invention is shown in a schematic plan view. As shown in these drawings, the vehicle safety device 150 includes a striker 154 and a latch 156 for connecting the free ends 152A of the pair of holding arms 152 positioned at the holding positions instead of the connecting structure 131. It differs from the vehicle safety device 130 according to the sixth embodiment in that it includes a coupling structure 151 as an arm coupling means.

  In the coupling structure 151, the striker 154 is fixed to one free end 152A of the pair of holding arms 152, and the latch 156 rotates around the support shaft 156A at the other free end 152A of the pair of holding arms 152. It is supported freely. As the pair of holding arms 152 reach the holding position, the striker 154 engages with the latch 156 as shown in FIG. 17A, and rotates the latch 156 around the support shaft 156A. The latch 156 is locked between the counterpart holding arm 152. This lock is configured not to be released by the load Fp from the collision body P side. Instead of the striker 154 and the latch 156, for example, a mechanism used for a door lock of an automobile can be adopted. Other configurations of the vehicle safety device 150 are the same as the corresponding configurations of the vehicle safety device 130 (vehicle safety devices 10 and 60) according to the sixth embodiment.

  Therefore, also by the vehicle safety device 150 according to the seventh embodiment, a similar effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 150, the free ends 132A of the pair of holding arms 152 positioned at the holding positions are coupled to each other by the locking structure of the striker 154 and the latch 156, so that the collision body P can be more effectively handled. The shock absorbing structures 12 and 62 can be held.

(Eighth embodiment)
18 (A) to 18 (C), a vehicle safety device 160 according to the eighth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 160 is provided with an airbag 162 as an arm deployment means, and the vehicle safety device 10 having an arm deployment means configured to include a deployment spring 50 and a lock mechanism 52. , 60.

  As shown in FIGS. 18 (A) and 18 (B), the airbag 162 is inflated to receive a collision object between a pair of left and right arm forming portions 162A that become the holding arms 164 and a pair of arm forming portions 162A. And an auxiliary buffer 162B that covers the portion 24 from the front upper side (the collision side of the collision body P). The airbag 162 is in a retracted state (storage position of the pair of holding arms 164) when the pair of arm forming portions 162A is folded on the auxiliary buffer portion 162B.

  When the ECU (not shown) constituting the vehicle safety device 160 determines that the collision of the collision object P is unavoidable (in steps corresponding to steps S18 and S28), the ECU 162 operates the inflator (not shown) and the air bag 162. Is designed to inflate. The pair of holding arms 164 in the expanded state due to the expansion are deformed as a result of the collision energy absorption of the shock absorbing member 22 as in the case of the collision body securing mechanism 36 of the vehicle safety devices 10, 60. ) Is displaced to the holding position as shown in FIG.

  As shown in FIG. 18B, each free end 164A of a pair of holding arms 164 formed by inflating the airbag 162 is provided with a coupling portion 166 as arm coupling means for coupling to each other. It has been. As the coupling portion 166, a strong surface fastener, a magnet, a hook, an adhesive (layer), or the like can be used. Thereby, when the pair of holding arms 164 are displaced to the holding position shown in FIG. 18C, the free ends 164A of each other are coupled. Other configurations of the vehicle safety device 160 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 160 according to the eighth embodiment, basically the same effect can be obtained by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . In the vehicle safety device 160, the arm deployment means can be configured with a simple structure different from the configuration using the deployment spring 50. Further, in the vehicle safety device 160, since the collision body receiving part 24 is covered with the inflated auxiliary buffer part 162B of the airbag 162 when the collision body P collides, the collision body P is formed as a structure without an edge or the like. Can be taken flexibly.

(Ninth embodiment)
19 (A) to 19 (C), a vehicle safety device 170 according to the ninth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 18 (A) to 18 (C). ing. As shown in these drawings, the vehicle safety device 170 is a vehicle safety device that does not have the arm reinforcement portion 172 in that the arm reinforcement portion 172 is provided in the pair of left and right arm forming portions 162A of the airbag 162. Different from 160.

  The arm reinforcement portion 172 is a pair of left and right arms so as to be positioned on the outer side in the vehicle width direction (not positioned on the contact side with the collision body P) when the airbag 162 is expanded and the pair of holding arms 164 are deployed. It is fixed to each of the forming portions 162A. The arm reinforcing portion 172 is provided as a layer that is harder (higher rigidity) than the inflated airbag 162 made of rubber or resin, for example, and is configured to suppress deformation (bending) of the holding arm 164 located at the holding position. It is said that. From another point of view, it can be understood that the airbag 162 of the vehicle safety device 160 serves as a pair of holding arms 164 and arm deployment means, whereas in the vehicle safety device 170, the arm It can also be understood that the reinforcing portion 172 is a pair of holding arms in the present invention, and the airbag 162 is an arm deployment means for deploying the pair of holding arms. Other configurations of the vehicle safety device 170 are the same as the corresponding configurations of the vehicle safety device 160 (vehicle safety devices 10 and 60) according to the eighth embodiment.

  Therefore, the vehicle safety device 170 according to the ninth embodiment can obtain the same effect by the same operation as that of the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 170, arm deployment means for deploying the pair of holding arms 164 (or the arm reinforcing portions 172 as the holding arms) can be configured with a simple structure different from the configuration using the deployment spring 50. it can. Further, in the vehicle safety device 160, since the collision body receiving part 24 is covered with the inflated auxiliary buffer part 162B of the airbag 162 when the collision body P collides, the collision body P is formed as a structure without an edge or the like. Can be taken flexibly.

(Tenth embodiment)
20 (A) to 20 (C), a vehicle safety device 180 according to the tenth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 180 is provided with an actuator 182 as an arm deployment means, and therefore includes a deployment spring 50 and an arm deployment means configured to include a lock mechanism 52. Different from 60.

  A pair of left and right actuators 182 are provided, and are fixed to the left and right extending legs 44. These actuators 182 are, for example, motor actuators or the like, and are configured to rotate the pair of holding arms 42 around the corresponding support shaft 46. In addition, as shown by an imaginary line and a solid line in FIG. 20B, the actuator 182 can stop the pair of holding arms 42 at an arbitrary storage position and an unfolded position, and maintain the storage position and the stop position. It is configured. For this reason, the vehicle safety device 180 is configured not to include the stopper 48 and the lock mechanism 52.

  When the ECU (not shown) constituting the vehicle safety device 180 determines that the collision of the collision object P is unavoidable (in steps corresponding to steps S18 and S28), each of the actuators 182 is operated to hold a pair of holdings. The arm 42 is displaced to the deployed position. The pair of holding arms 42 in the expanded state as described above is deformed by the absorption of the collision energy of the shock absorbing member 22 in the same manner as the collision body securing mechanism 36 of the vehicle safety device 10, 60. ) Is displaced to the holding position as shown in FIG. Other configurations of the vehicle safety device 180 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 180 according to the tenth embodiment, the same effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . In the vehicle safety device 180, for example, the deployed positions of the pair of holding arms 42 can be adjusted according to the collision mode (collision position, speed, etc.) of the collision body P. Further, in the vehicle safety device 180, the actuator 182 is further driven from the holding posture shown in FIG. 20C to assist the holding force (the pair of holding arms 42 moves the collision body P toward the collision body receiving portion 24. It is also possible to apply a pressing force).

(Eleventh embodiment)
21 (A) to 21 (C), a vehicle safety device 190 according to an eleventh embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 190 is provided with an actuator 192 as an arm drive means, and the vehicle safety device for displacing the pair of holding arms 42 from the deployed position to the holding position by deformation of the shock absorbing member 22. Different from the apparatus 10, 60, 180.

  A pair of left and right actuators 192 are provided and fixed to the vehicle body (left and right side frames 16, 68, etc.), respectively. In other words, the vehicle safety device 190 does not include the extended leg 44 that connects the support shaft 46 and the leg 26 (impact absorbing member 22). These actuators 192 are, for example, motor actuators that can rotate in the forward and reverse directions, and are configured to rotate the pair of holding arms 42 around the corresponding support shafts 46. In addition, as shown by an imaginary line and a solid line in FIG. 21B, the actuator 192 can stop the pair of holding arms 42 at an arbitrary storage position and an unfolded position, and maintain the storage position and the stop position. It is configured. For this reason, the vehicle safety device 190 does not include the stopper 48 and the lock mechanism 52.

  When the ECU (not shown) constituting the vehicle safety device 190 determines that the collision of the collision body P is unavoidable (in steps corresponding to steps S18 and S28), the ECU 192 is driven to rotate in the forward direction. The holding arm 42 is displaced to the deployed position. When this ECU determines that the collision body P has passed between the free ends 42 </ b> A of the pair of holding arms 42, the collision body P approaches or contacts the collision body receiving portion 24 within a predetermined distance. Or when it is determined that the collision body receiving portion 24 has been bent by a predetermined amount due to the collision of the collision body P, the actuators 192 are driven to rotate in reverse to move the pair of holding arms 42 from the deployed position. It is designed to be displaced to the holding position. Other configurations of the vehicle safety device 190 are the same as the corresponding configurations of the vehicle safety device 180 according to the tenth embodiment.

  Therefore, the vehicle safety device 190 according to the eleventh embodiment can basically obtain the same effect by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 190, for example, the deployed positions of the pair of holding arms 42 can be adjusted according to the collision mode (collision position, speed, etc.) of the collision body P. Further, in the vehicle safety device 190, since the deformation state of the shock absorbing member 22 is maintained by the rebound prevention mechanism 34, it is possible to adjust the holding force of the collision body P depending on whether each actuator 192 is activated or output. is there. Furthermore, in the vehicle safety device 190, the pair of holding arms 42 can be displaced to the holding position without depending on the deformation of the shock absorbing member 22, so that the shock absorbing member 22 is sufficiently deformed, for example, in a light collision. Even if it is not performed, the collision body P can be effectively held.

  Each actuator 192 may be configured to be operated only when the pair of holding arms 42 is displaced from the deployed position to the holding position. In this case, arm deployment means such as the deployment spring 50 and the lock mechanism 52 or the airbag 162 may be provided.

  Further, in the configuration having each actuator 192, since the deformation of the shock absorbing member 22 is not used to displace the pair of holding arms 42 from the deployed position to the holding position, for example, the configuration having no shock absorbing member 22 is adopted. Is also possible. In this case, for example, in a vehicle safety device that does not have the shock absorbing member 22 (provided with the connecting member 70 instead of the shock absorbing member 22) and realizes a soft characteristic only by movement (control) of the shock absorbing structure 62, A collision body securing mechanism 36 can be provided.

(Twelfth embodiment)
22 (A) to 22 (C), a vehicle safety device 200 according to a twelfth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 200 is replaced with a vehicle body (impact absorbing structures 12, 62) instead of the pair of holding arms 42 that rotate around the support shaft 46 and extend from the retracted position to the deployed position. It differs from the vehicle safety devices 10 and 60 in that it includes a pair of holding arms 202 that extend from the retracted position to the deployed position.

  The pair of holding arms 202 are formed in a multi-cylinder shape stored in the leg portion 26 and the extended leg portion 44, and are configured to extend with respect to the vehicle body by being applied with fluid pressure such as air or liquid. ing. The fluid pressure can be applied by a pump, a compressor, a high pressure tank, an inflator or the like. The extended state of the pair of holding arms 202 may be maintained by fluid pressure, or may be maintained by a stopper or the like. Instead of the multi-cylinder structure, the pair of holding arms 202 may be formed in a bellows shape.

  An ECU (not shown) constituting the vehicle safety device 200 applies fluid pressure to the pair of holding arms 202 when determining that the collision of the collision body P is inevitable (in steps corresponding to steps S18 and S28). The pair of holding arms 202 are shifted from the retracted state to the expanded (extended) state. Thus, the pair of holding arms 202 in the unfolded state are deformed by the absorption of the collision energy of the shock absorbing member 22 as in the case of the collision body securing mechanism 36 of the vehicle safety device 10, 60. As shown in FIG. 4, the holding position is displaced. Other configurations of the vehicle safety device 200 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Accordingly, even with the vehicle safety device 200 according to the twelfth embodiment, basically the same effect can be obtained by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. .

(13th Embodiment)
23 (A) to 23 (C), a vehicle safety device 210 according to a thirteenth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 210 is replaced with a vehicle body (impact absorbing structures 12 and 62) instead of the pair of holding arms 42 that rotate around the support shaft 46 and extend from the retracted position to the deployed position. The vehicle safety devices 10 and 60 are different in that they include a pair of holding arms 212 that slide from the retracted position to the deployed position.

  The pair of holding arms 212 is slidably supported by a slide guide 214 provided on the leg portion 26 and the extended leg portion 44, and the tip 212A is accommodated in the slide guide 214 as shown in FIG. The position to be stored is set as the storage position. In the pair of holding arms 212, as shown in FIG. 23B, the position where the tip end 212A protrudes from the slide guide 214 is the deployed position. The pair of holding arms 212 are displaced from the retracted position to the deployed position by, for example, a biasing force of a biasing member such as a spring, fluid pressure such as air or liquid, a linear motion mechanism including a rank and pinion mechanism and an actuator, and the like. It is like that.

  When the ECU (not shown) constituting the vehicle safety device 210 determines that the collision of the collision object P is unavoidable (in steps corresponding to steps S18 and S28), the pair of holding arms 212 is moved with respect to the slide guide 214. By sliding, the pair of holding arms 212 is shifted from the retracted state to the expanded (extended) state. As a result, the pair of holding arms 212 in the deployed state are deformed by the absorption of the collision energy of the shock absorbing member 22 as in the case of the collision body securing mechanism 36 of the vehicle safety devices 10 and 60. As shown in FIG. 4, the holding position is displaced. Other configurations of the vehicle safety device 210 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 210 according to the thirteenth embodiment, a similar effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. .

(Fourteenth embodiment)
24 (A) to 24 (C), a vehicle safety device 220 according to a fourteenth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 220 is replaced with a pair of holding arms 42 that rotate around a support shaft 46 that is substantially parallel to the left and right side frames 16 and 68 to reach the deployed position from the retracted position. This is different from the vehicle safety devices 10 and 60 in that it includes a pair of holding arms 222 that rotate around the support shaft 224 along the vehicle width direction and extend from the retracted position to the deployed position.

  The pair of holding arms 222 is supported by a support shaft 224 provided on the extending leg 44 so as to be movable around the support shaft 224. In the pair of holding arms 222, as shown in FIG. 24A, the position where the tip 222A is located on the inside of the vehicle is the deployed position. The pair of holding arms 222 is displaced from the retracted position to the deployed position by, for example, a biasing force of a biasing member such as a spring, an actuator such as a motor actuator, a fluid pressure such as air or liquid.

  When the ECU (not shown) constituting the vehicle safety device 220 determines that the collision of the collision body P is unavoidable (in steps corresponding to steps S18 and S28), the pair of holding arms 222 is moved around the support shaft 224. The pair of holding arms 222 is rotated to shift from the retracted state to the expanded (extended) state. As a result, the pair of holding arms 222 in the deployed state are deformed by the collision energy absorption of the shock absorbing member 22 as in the case of the collision body securing mechanism 36 of the vehicle safety device 10, 60. As shown in FIG. 4, the holding position is displaced. Other configurations of the vehicle safety device 220 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 220 according to the fourteenth embodiment, the same effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. .

(Fifteenth embodiment)
25 (A) to 25 (C), a vehicle safety device 230 according to a fifteenth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 230 includes a pair of holding arms 232 having a bent shape instead of the pair of holding arms 42 formed linearly. , 60.

  The pair of holding arms 232 are bent at an intermediate portion in the longitudinal direction so that a mutual interval (interval along the vehicle width direction) is widened on the free end 232A side when the holding arms 232 are positioned at the unfolded position shown in FIG. Has been. Thereby, the free end 232 </ b> A side of the pair of holding arms 232 has a shape for drawing the collision body P between the pair of holding arms 232. Other configurations of the vehicle safety device 230 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 230 according to the fifteenth embodiment, the same effect can be obtained basically by the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 230, when the pair of holding arms 232 cannot obtain a large rotation angle around the support shaft 46 from the retracted position to the deployed position (when the angle α is smaller than 90 ° to 140 °). Even if it exists, the collision body P can be effectively drawn in between the pair of holding arms 232.

(Sixteenth embodiment)
26 (A) to 26 (C), a vehicle safety device 240 according to a sixteenth embodiment of the present invention is shown in schematic diagrams corresponding to FIGS. 1 (A) to 1 (C). ing. As shown in these drawings, the vehicle safety device 240 includes a tension structure 242 that constitutes at least a part of the arm driving means, and the pair of holding arms 42 are deployed only by deformation of the shock absorbing member 22. This is different from the vehicle safety devices 10 and 60 that are displaced to the holding position.

  The tension structure 242 is formed in, for example, a long string shape or a belt shape, and one end is connected to the free end 42A of one holding arm 42 and the other end is connected to the free end 42A of the other holding arm 42. Is connected. When the pair of holding arms 42 are located at the storage position as shown in FIG. 26 (A), the collision body receiving portion 24 is loosened and stored in the vehicle body (impact absorbing structure 12, 62). It has become.

  On the other hand, when the pair of holding arms 42 is located at the deployed position as shown in FIG. 26B, the collision body receiving portion 24 is deployed between the free ends 42A of the pair of holding arms 42. ing. The expanded tension structure 242 is either tensioned or slightly relaxed. That is, the tension structure 242 is deployed so as to interfere with the collision body P about to enter between the free ends 42A of the pair of holding arms 42.

  As a result, in the vehicle safety device 240, when the collision body P approaches the collision body receiving portion 24 while entraining the tension structure 242 as indicated by an imaginary line in FIG. Due to the tension T, the pair of holding arms 42 generates a moment in the direction of falling inward in the vehicle width direction, and the pair of holding arms 42 are displaced to the holding position side against the urging force of the deployment spring 50. Yes. That is, the vehicle safety device 240 is configured such that the collision body P can be held by the pair of holding arms 42 before the collision body P collides with the collision body receiving portion 24.

  Further, in the vehicle safety device 240, when the collision body P collides with the collision body receiving section 24 and the collision body receiving section 24 is deformed until each stopper 48 is buffered by the corresponding holding arm 42, the impact absorbing member 22 A holding force due to deformation is applied. Other configurations of the vehicle safety device 240 are the same as the corresponding configurations of the vehicle safety devices 10 and 60 according to the first or second embodiment.

  Therefore, also by the vehicle safety device 240 according to the sixteenth embodiment, the same effect can be obtained by basically the same operation as the vehicle safety devices 10 and 60 according to the first or second embodiment. . Further, in the vehicle safety device 240, since the pair of holding arms 42 can be displaced to the holding position without depending on the deformation of the shock absorbing member 22, the shock absorbing member 22 is not sufficiently deformed due to, for example, a light collision. Even if it is a case, the collision body P can be hold | maintained effectively. Therefore, for example, in the vehicle safety device 240, it is possible to adopt a configuration in which the pair of holding arms 42 are not driven to the holding position due to the deformation of the shock absorbing member 22 (a configuration in which the extension leg portion 44 is not provided). is there.

  In addition, although a part of embodiment of this invention was illustrated as mentioned above, it cannot be overemphasized that this invention is not limited to this but can be implemented in various deformation | transformation. Moreover, it is also possible to combine the characteristic part of each embodiment mentioned above suitably. Therefore, for example, the arrangement and the coupling structure of the pair of holding arms according to the third to seventh embodiments may be applied to the configurations according to the eighth to sixteenth embodiments.

  In each of the above-described embodiments, each of the vehicle safety devices 10 to 240 includes the rebound prevention mechanism 34 and the collision body securing mechanism 36. However, the present invention is not limited to this, and the rebound prevention mechanism. 34, and only one of the collision body securing mechanisms 36 can be provided.

  Further, in each of the above-described embodiments, the example in which the shock absorbing structures 12 and 62 are shifted to the collision preparation posture before the collision with the collision body P is shown. However, the present invention is not limited to this and is fixed to the vehicle body, for example. It is good also as a structure which provided at least one of the rebound prevention mechanism 34 and the collision body securing mechanism 36 in the made impact-absorbing structure.

  Furthermore, in each of the above-described embodiments, an example in which the flip-up unit 28 and the flip-up mechanism 86 are provided has been described. However, the present invention is not limited to this, and for example, a configuration without these may be used. A vehicle safety device may be configured by including a flip-up portion or a flip-up mechanism having the above structure.

  Further, in the above-described embodiment, an example in which the shock absorbing member 22 is configured to include the pair of leg portions 26 has been described. However, the present invention is not limited to this, and both ends in the longitudinal direction of the collision body receiving portion 24 are provided. It is good also as a structure fixed to each support part 25. FIG. In this case, the extended leg portion 44 may be extended from each support portion 25.

  Further, in the above-described embodiment, the example in which the rebound preventing mechanism is configured to include the ratchet mechanism as the restoration restraining means has been described. However, the present invention is not limited thereto, and for example, the support portion 25 as the restoration restraining means. A one-way clutch that allows rotation in the direction of arrow A and prohibits rotation in the direction of arrow B, and a brake device (such as an electromagnetic brake) that prohibits rotation of the support portion 25 with respect to the side frames 16 and 68 by operating. A bounce prevention mechanism may be configured.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 1st Embodiment of this invention, Comprising: (A) is a top view which shows the non-operating state of a rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. 1 is a perspective view showing a schematic overall configuration of a vehicle safety device according to a first embodiment of the present invention. (A) is a schematic diagram which shows the displacement range of the shock absorption structure which comprises the vehicle safety device which concerns on the 1st Embodiment of this invention, (B) demonstrates the effective range of the displacement of a shock absorption structure. FIG. It is a flowchart which shows the control flow of ECU which comprises the vehicle safety device which concerns on the 1st Embodiment of this invention. It is a figure which shows the energy absorption process of the collision body by the vehicle safety device which concerns on the 1st Embodiment of this invention, Comprising: (A) is a perspective view just before a collision, (B) is a perspective view of the initial stage of a collision, (C ) Is a perspective view of the middle stage of the collision. It is a diagram which shows the displacement-load characteristic of the impact-absorbing member which comprises the vehicle safety device which concerns on the 1st Embodiment of this invention. It is a side view which shows typically the vehicle safety device which concerns on the 2nd Embodiment of this invention. It is a side view which shows typically the unfolded state of the vehicle safety device which concerns on the 2nd Embodiment of this invention. It is a perspective view of the storing posture of the vehicular safety device concerning a 2nd embodiment of the present invention. It is a perspective view of the collision preparation posture of the vehicle safety device according to the second embodiment of the present invention. It is a perspective view of the shock absorption state of the vehicle safety device according to the second embodiment of the present invention. It is a flowchart which shows the control flow of ECU which comprises the vehicle safety device which concerns on the 2nd Embodiment of this invention. It is a figure which shows the principal part of the vehicle safety device which concerns on the 3rd Embodiment of this invention, Comprising: (A) is a front view, (B) is a top view. It is a front view which shows the principal part of the vehicle safety device which concerns on the 4th Embodiment of this invention. It is a front view which shows the principal part of the vehicle safety device which concerns on the 5th Embodiment of this invention. It is a figure which shows the principal part of the vehicle safety device which concerns on the 6th Embodiment of this invention, Comprising: (A) is a front view, (B) is a top view, (C) is sectional drawing before the coupling | bonding in a coupling structure. (D) is sectional drawing of the coupling | bonding state in a coupling | bonding structure. It is a figure which shows the coupling structure of the vehicle safety device which concerns on the 6th Embodiment of this invention, Comprising: (A) is sectional drawing before coupling | bonding, (B) is sectional drawing of a coupling | bonding state. It is a figure which shows typically the principal part of the safety device for vehicles which concerns on the 8th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of a rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 9th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 10th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 11th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and the collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 12th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 13th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of a rebound prevention mechanism and a collision body securing mechanism, (B) ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on the 14th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operating state of a rebound prevention mechanism and a collision body securing mechanism, (B) ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on 15th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism. It is a figure which shows typically the principal part of the vehicle safety device which concerns on 16th Embodiment of this invention, Comprising: (A) is a top view which shows the non-operation state of the rebound prevention mechanism and a collision body securing mechanism, (B ) Is a plan view showing a deployed state of the collision body securing mechanism, and (C) is a plan view showing an operating state of the rebound prevention mechanism and the collision body securing mechanism.

Explanation of symbols

10 Vehicle Safety Device 12 Shock Absorbing Structure (Shock Absorbing Part)
20 Actuator (impact absorber drive means)
22 Shock absorbing member (elastic member)
24 Impactor receiving part (load input part)
25 support part 26 leg part (longitudinal end part of load input part)
32 Colliding body holding mechanism (restoration suppression means, collision body holding means)
34 Rebound prevention mechanism (restoration suppression means)
36 Collision body securing mechanism (collision body holding means)
38 ratchet teeth (ratchet mechanism, restoration restraint means)
40 Ratchet (Ratchet mechanism, restoration suppression means)
42 holding arm 44 extending leg (arm driving means)
50 Deployment spring (arm deployment means, biasing member)
52 Locking mechanism (arm locking means, unlocking means)
60/100/110/120/130/150/160/170/180/190/200/210/220/230/240 Vehicle safety device 62 Shock absorbing structure (shock absorbing portion)
66 Drive mechanism (impact absorber drive means)
102/112/122/132/152/164/202/212/222/232/242 Holding arm 111/121/131/151 Connecting structure (arm connecting means)
162 Airbag (arm deployment means)
166 coupling part (arm coupling means)
172 Arm reinforcement (holding arm)
182 Actuator (deployment actuator)
192 Actuator (Drive Actuator)
242 Tension structure (arm driving means)

Claims (25)

A shock absorber for absorbing the collision energy of the collision body by displacing the vehicle body while supporting the collision load;
Restoration restraining means for restraining the shock absorbing portion from restoring after absorbing the collision energy;
A vehicle safety device comprising: The shock absorbing portion is configured to include an elastic member that elastically deforms while absorbing the collision energy of the collision body,
The vehicle safety device according to claim 1, wherein the restoration suppression means is configured to suppress the elastic member from restoring after the collision energy is absorbed. The elastic member may be angularly displaced in a direction perpendicular to the longitudinal direction of the load input portion with respect to the vehicle body at both ends of the load input portion that is elongated in the vehicle width direction and the longitudinal direction of the load input portion. A pair of supporting parts to support,
The restoration restraining means allows the longitudinal ends of the load input portion to be angularly displaced around the support portion as the load input portion bends and deforms toward the vehicle body. 3. The vehicle safety according to claim 2, further comprising a mechanism that prohibits angular displacement of both ends of the load input portion in the longitudinal direction of the load input portion around the support portion after the collision energy is absorbed. apparatus.   A colliding body provided in the shock absorbing portion and sandwiching and holding the colliding body with the shock absorbing portion in accordance with the displacement of the shock absorbing portion with respect to the vehicle body due to the collision body colliding with the shock absorbing portion. The vehicle safety device according to any one of claims 1 to 3, further comprising holding means. The impact absorbing portion is configured to include an elastic member that is elongated in the vehicle width direction and is supported by the vehicle body at both ends in the longitudinal direction, and that bends and deforms when the collision object collides.
Each of the collision body holding means has a pair of holding arms whose one ends are connected to different ends in the longitudinal direction of the elastic member and whose other ends are close to the elastic member as the elastic member is bent. The vehicle safety device according to claim 4, which is configured as described above.   The collision body holding means is configured to be capable of taking a retracted state in which the pair of holding arms are retracted and an expanded state in which the other ends of the pair of holding arms are separated from the elastic member. The vehicular safety device according to claim 5, wherein the other end side of the pair of holding arms comes close to the elastic member side by bending and deforming the elastic member. A shock absorber for absorbing the collision energy of the collision body by displacing the vehicle body while supporting the collision load;
Restoration restraining means for restraining the shock absorbing portion from restoring after absorbing the collision energy;
A collision body holding means for sandwiching and holding the collision body between the shock absorbing portion and
A vehicle safety device comprising: The shock absorbing portion is configured to include an elastic member that elastically deforms while absorbing the collision energy of the collision body,
The vehicle safety device according to claim 7, wherein the restoration suppression means is configured to suppress the elastic member from restoring after the collision energy is absorbed. The elastic member may be angularly displaced in a direction perpendicular to the longitudinal direction of the load input portion with respect to the vehicle body at both ends of the load input portion that is elongated in the vehicle width direction and the longitudinal direction of the load input portion. A pair of supporting parts to support,
The restoration restraining means allows the longitudinal ends of the load input portion to be angularly displaced around the support portion as the load input portion bends and deforms toward the vehicle body. 9. The vehicle safety according to claim 8, further comprising a mechanism that prohibits angular displacement of both ends of the load input portion in the longitudinal direction of the load input portion around the support portion after the collision energy is absorbed. apparatus. A shock absorber for absorbing the collision energy of the collision body by displacing the vehicle body while supporting the collision load;
A collision body holding means for sandwiching and holding the collision body between the shock absorbing portion and
A vehicle safety device comprising: The collision body holding means is
A pair of holding arms respectively provided on both sides of the vehicle body in the vehicle width direction;
The pair of holding arms taking an unfolded state that allows the collision body to approach the shock absorption section before the collision body collides with the shock absorption section, or the collision body is close to the shock absorption section or An arm driving means for shifting to a holding state in which the collision body is sandwiched between the shock absorbing portion and the impact absorbing portion in the case of a collision;
The vehicle safety device according to claim 7, comprising: The pair of holding arms are configured to be in a stored state stored in a vehicle body,
The vehicle safety device according to claim 11, further comprising arm deployment means for shifting the pair of holding arms from the retracted state to the deployed state when a collision of the colliding body is predicted. The pair of holding arms are configured to be able to shift from the retracted state to the deployed state by being displaced with respect to the vehicle body,
The arm deployment means includes a biasing member that applies a biasing force in a direction of shifting to the deployed state with respect to the pair of holding arms that are in the retracted state, and the pair of arms against the biasing force of the biasing member. The arm lock means for maintaining the holding arm in the retracted state, and the lock release means for releasing the lock state by the arm lock means when a collision of the colliding body is predicted. The vehicle safety device described.   The vehicle arm according to claim 12, wherein the arm deployment means includes an airbag that inflates and moves the pair of holding arms from a retracted state to a deployed state when a collision of the collision body is predicted. Safety device.   The vehicle safety device according to claim 14, wherein the airbag is inflated to cover at least a part of the impact absorbing portion from a collision side of the collision body.   The vehicle arm according to claim 12, wherein the arm deploying means includes a deployment actuator that is actuated when the collision of the colliding body is predicted to displace the pair of holding arms from the retracted position to the deployed position. Safety device.   The said arm drive means changes the said pair of holding arm from the said deployment state to the said holding state by the force transmitted from the said collision body, The any one of Claims 11-16. Vehicle safety device.   The said arm drive means shifts the said pair of holding arms from the said deployment state to the said holding state with the displacement with respect to the vehicle body of the said shock absorption part by the collision of the said collision body. The vehicle safety device according to any one of 17. The impact absorbing portion is angularly displaced in a direction perpendicular to the longitudinal direction of the load input portion with respect to the vehicle body at both ends in the longitudinal direction of the load input portion which is elongated in the vehicle width direction and can be flexibly deformed. While allowing a pair of support portions to support and the load input portion to bend and deform toward the vehicle body side, the longitudinal ends of the load input portion are allowed to be angularly displaced around the support portion, A mechanism for inhibiting angular displacement of both ends in the longitudinal direction of the load input portion around the support portion in the restoring direction of the load input portion after absorption of collision energy due to the collision of the collision body,
The arm driving means causes the pair of holding arms to shift from the deployed state to the holding state by causing the pair of holding arms to follow angular displacements around the support portions at both ends in the longitudinal direction of the load input portion. The vehicle safety device according to any one of claims 11 to 18, which is configured as described above. The pair of holding arms are configured to be able to shift from the deployed state to the holding state by being displaced with respect to the vehicle body,
The said arm drive means is comprised including the drive actuator which drives the said pair of holding arm located in the expansion | deployment position which takes the said unfolding state to the holding position which takes the said holding state. The vehicle safety device according to any one of 16.   The vehicle safety device according to any one of claims 11 to 20, further comprising arm coupling means for coupling the pair of holding arms positioned at the holding position to each other.   The vehicle safety device according to claim 21, wherein the arm coupling means is contact coupling means for contacting the pair of holding arms.   The vehicle safety device according to claim 21, wherein the arm coupling means is an engagement coupling means for locking the pair of holding arms. The shock absorbing portion is supported so as to be able to contact and separate from the vehicle body,
The shock absorbing unit driving means for driving the shock absorbing unit to a shock absorbing position separated from the vehicle body when the collision object is predicted to collide. The vehicle safety device according to the item.   25. The vehicle safety device according to claim 24, wherein the impact absorbing portion driving means drives the impact absorbing portion toward the vehicle body after the colliding body collides with the impact absorbing portion.

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