JP2010235040A - Pedestrian protection device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce shocks when a pedestrian is subjected to the secondary collision with a front end of a bonnet hood while maintaining the stroke in a pedestrian protection device for a vehicle to elevate the bonnet hood during the collision. <P>SOLUTION: A pedestrian protection device 5 for vehicle provided on a vehicle body front portion 13 includes an engine room 3 in the vehicle body front portion 13, and a bonnet hood 7 to cover an upper part of the engine room 3, and displaces at least a front portion of the bonnet hood 7 upwardly when detecting or predicting a collision of a front bumper face 13b with a pedestrian. The pedestrian protection device also includes a shock-mitigating means 85 which is provided on a front end 7a of the bonnet hood to mitigate the shock to be input in the front end 7a of the bonnet hood 7. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle pedestrian protection device provided at the front of a vehicle body.

  When a pedestrian collides head-on with a traveling vehicle, the pedestrian first hits the bumper at the front end of the vehicle, and further collides with the hood hood provided to cover the engine room due to the bumper collision. There is. Therefore, conventionally, in order to protect pedestrians, the hood hood has been devised to reduce the impact during the secondary collision.

For example, Patent Document 1 discloses a vehicle hood device in which actuators are provided at the front end portion and the rear end portion of a hood, and the entire hood is lifted upward in the event of a collision.
JP 2006-199179 A

  However, the one described in Patent Document 1 has the following problems. That is, when a pedestrian collides with a bumper, for example, a pedestrian with a small physique often collides with the front end of the hood hood that covers the engine room, and a pedestrian with a large physique follows the hood of the hood. There are many secondary collisions at the edges.

  Here, when a pedestrian with a small physique has a secondary collision from the upper part to the front end of the bonnet hood, a predetermined stroke (operating distance) between the bonnet hood and the vehicle body is used to perform the secondary collision. Although the impact can be reduced, when the pedestrian collides with the front end of the bonnet hood from approximately the front, the high-rigidity hemming part (the inner panel and There is a risk of secondary collision with the hood of the hood where the outer panel is joined.

  As described above, in order to avoid the hood hood from being exposed, it is conceivable to reduce the stroke between the hood hood and the vehicle body at the front of the vehicle body. It becomes difficult to reduce the impact at the time of secondary collision with the front end of the hood.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle pedestrian protection device for raising a hood when a front end of a vehicle body collides with a pedestrian. It is providing the technique which reduces the impact at the time of a pedestrian colliding with a bonnet food | hood substantially from the front, maintaining the stroke between.

  In order to achieve the above object, the present invention secures a predetermined stroke for absorbing a shock caused by a secondary collision between the bonnet hood and the vehicle body, and is exposed as the hood is raised. Impact mitigation means is provided at the front end of the hood and / or the front end of the vehicle body.

  The first invention includes an engine room and a hood hood that is connected to the vehicle body through a hinge part so as to be openable and closable around the rear end part and covers the upper part of the engine room, When detecting or predicting a collision with a pedestrian, the vehicle pedestrian protection device displaces at least the front part of the hood, and the front part of the hood and / or the front part of the vehicle body. It is provided and provided with the impact mitigation means which relieves the impact at the time of the secondary collision with the said pedestrian and the front-end part of a bonnet hood.

  In the first invention, when a collision between the front end portion of the vehicle body and a pedestrian is detected or predicted, at least the front portion of the hood hood connected to the vehicle body is normally rotated upward so as to rotate around the rear end portion. Displace. As a result, before the secondary collision between the pedestrian and the hood, the predetermined stroke for absorbing the impact caused by the secondary collision between the hood and the vehicle body, in other words, the hood and the engine room. A predetermined space is secured between the engine housed therein. Therefore, by using a predetermined stroke between the bonnet hood and the vehicle body, an impact caused by a secondary collision (collision from substantially above the bonnet hood) is reduced.

  In addition, the front hood of the hood and / or the front hood of the hood is provided with shock mitigation means for mitigating the impact during a secondary collision between the pedestrian and the front hood of the hood. By doing so, it is possible to reduce the impact caused by the collision with the front end portion of the hood hood that has been exposed.

  As described above, it is possible to reduce the impact when the pedestrian makes a secondary collision with the bonnet hood from substantially the front while maintaining the stroke between the hood and the vehicle body.

  In a second aspect based on the first aspect, the bonnet hood is formed with a deformation inducing portion that deforms the front end of the bonnet hood downward when a load is input to the front end of the bonnet hood. The impact mitigating means is configured by a portion of the deformation inducing portion and a front side of the deformation inducing portion in the bonnet hood.

  In the second invention, when the pedestrian comes into contact with the front end of the bonnet hood, the front part of the deformation induction part (the front end part of the bonnet hood) is deformed downward with the deformation induction part as the center. Kinetic energy is sequentially converted into bonnet hood deformation energy and absorbed and digested. Therefore, it is possible to reduce the impact caused by the collision with the front end of the hood hood.

  In addition, a space is generated between the front end portion of the vehicle body and the front end portion of the bonnet hood due to the rise of the bonnet hood, but the front end portion of the bonnet hood deformed downward around the deformation inducing portion causes Since the space is narrowed, pedestrians can be prevented from entering the engine room.

  As described above, while maintaining the stroke between the hood and the vehicle body, it is possible to further reduce the impact when the pedestrian makes a secondary collision with the front end of the hood from approximately the front.

  A third invention is characterized in that, in the first or second invention, the tip of the bonnet hood is formed downward.

  In 3rd invention, since the contact with a pedestrian and the front-end | tip of a bonnet hood is avoided, the protection of the pedestrian who collided with the front-end part of the vehicle body can be aimed at.

  In a fourth aspect based on the first aspect, the impact reducing means is formed between the bonnet hood and a vehicle body member in front of the engine room as the bonnet hood is displaced upward. It has the coating | coated member which covers at least one part of space.

  In the fourth invention, since the covering member covers at least a part of the space formed between the hood hood and the vehicle body member in front of the engine room, the pedestrian is prevented from entering the engine room and walking Secondary collision between the engineer and the engine housed in the engine room can be suppressed.

  According to a fifth invention, in the fourth invention, a front bumper face constituting an outer surface of a front part of the vehicle body is provided in front of the engine room, and the covering member includes a front end of the bonnet hood. It is comprised by the impact-absorbing member developed in the space formed between the said front bumper faces.

  In the fifth invention, since the impact absorbing member is deployed in a space formed between the front end of the hood hood and the front bumper face, the pedestrian can be prevented from entering the engine room, and the pedestrian Can reduce the impact received.

  In a sixth aspect based on any one of the first to fifth aspects, a cowl box extending in a vehicle width direction is provided at an upper portion of a dash panel that partitions the engine room and the passenger compartment at the front of the vehicle body. When the collision between the front end of the vehicle body and a pedestrian is detected or predicted, the bonnet hood is guided upward and rearward so as to cover at least a part of the cowl box, and the bonnet hood A bonnet guide mechanism is further provided that lowers the entire hood when the load acting on the hood exceeds a predetermined load.

  In the sixth invention, the hood guide mechanism guides the hood hood upward and rearward so as to cover the cowl box, so that not only the impact caused by the collision with the front end of the hood hood is reduced, but also the front hood of the vehicle body collides. In addition to preventing the pedestrian from colliding with a cowl box in which a relatively hard object is stored, when the load acting on the bonnet hood exceeds a predetermined load, the bonnet hood is lowered to absorb the impact. .

  In a seventh aspect based on the sixth aspect, the bonnet hood is provided with a displacement amount adjusting portion for adjusting a displacement amount upward and rearward of the bonnet hood. The vehicle body member can be rotated from a state of being approximately lying on the front side of the vehicle to an approximately standing state around a shaft having a predetermined length and extending in the vehicle width direction at a position corresponding to the displacement amount adjusting portion. And the displacement amount adjusting unit allows the bonnet hood to rotate when the bonnet hood rotates and opens around the rear part, while the bonnet hood moves upward. And when displacing back, it is comprised so that the excessive displacement of the said bonnet hood may be controlled by engaging with the said control member and stopping the said control member in the substantially standing state. It is an feature.

  In the seventh aspect of the invention, when the bonnet hood rotates around its rear part, the displacement adjustment unit allows the bonnet hood to rotate, so that the operability of the hood hood during normal times is maintained.

  Further, when the hood hood is displaced upward and rearward, the displacement amount adjustment unit is configured to restrict excessive displacement of the hood hood, so that, for example, the collision between the hood hood and the windshield is suppressed. be able to.

  According to the vehicle pedestrian protection device of the present invention, when a collision between the front end portion of the vehicle body and the pedestrian is detected or predicted, the bonnet connected to the vehicle body is usually rotated around the rear end portion. At least the front part of the hood is displaced upward, but the front end of the bonnet hood and / or the front end of the vehicle body is provided with impact mitigation means, so that the front end of the hood that is exposed when the hood is displaced upwards. The impact caused by the collision with can be reduced. Thus, it is possible to reduce an impact when the pedestrian makes a secondary collision with the bonnet hood substantially from the front while maintaining the stroke between the hood and the vehicle body.

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

(Embodiment 1)
-Front body configuration-
FIG. 1 is a plan view showing a front part of a vehicle body provided with a vehicle pedestrian protection apparatus according to the present invention, and FIG. 2 is a cross-sectional view taken along line II-II in FIG. As shown in FIGS. 1 and 2, the vehicle 1 partitions an engine room 3 in which an engine 33 is housed, and the engine room 3 and the vehicle compartment 23 in a vehicle body front portion 13 (hereinafter also referred to as a vehicle body). A cowl box 9 provided on the upper portion of the dash panel 19 and a hood hood 7 that covers the upper portion of the engine room 3 are provided.

  The cowl box 9 extends in the vehicle width direction, and supports the lower end of the windshield 11 over substantially the entire width thereof. Further, a wiper device (for example, a motor and a cam mechanism of a wiper driving device) 29 is disposed inside the cowl box 9. In addition, front pillars 21 and 21 are provided at side edges on both sides in the vehicle width direction of the windshield 11, and lower ends of the left and right front pillars 21 and 21 above the both ends in the vehicle width direction of the cowl box 9. 21a and 21a are located respectively.

  The bonnet hood 7 is connected to the vehicle body 13 via a first hinge part (hinge part) 59. More specifically, the bonnet hood 7 is centered on the rear end portion 7b with respect to the vehicle body 13 via a displacement mechanism 45 described later having a first hinge portion 59 provided in the vicinity of both ends of the cowl box 9 in the vehicle width direction. It is connected to the door so as to be openable and closable.

  The bonnet hood 7 is constituted by joining an outer panel 17a constituting the outer surface of the vehicle 1 and an inner panel 17b constituting a surface on the engine room 3 side. The inner panel 17b has a convex portion, a bent portion, and the like. In addition, the code | symbol 17c in FIG. 2 shows the outer side convex part formed in the vehicle width direction both ends of the inner panel 17b, and extended in a vehicle front-back direction.

  A striker 27 is provided at the front end 7 a of the bonnet hood 7, while an opening 13 d formed in a shroud member (vehicle body member) 13 a in front of the engine room 3 is engaged with the striker 27. By doing so, a latch 31 is provided to ensure the closed state of the hood hood 7.

  Due to the first hinge portion 59, the striker 27, and the latch 31, the hood hood 7 is in a normal state (except when a collision between a front bumper face (front end portion of the vehicle body 13) 13b and a pedestrian, which will be described later, is detected or predicted). In this case, the engagement between the striker 27 and the latch 31 is manually released, and as shown by the two-dot chain line in FIG. 2, the engine room is rotated about the rear end portion 7b extending substantially in the vehicle width direction. 3 is exposed, while the hood 7 is manually pushed down to engage the striker 27 and the latch 31 so that the engine room 3 is closed.

-Configuration of pedestrian protection device for vehicles-
The vehicle body front portion 13 configured as described above is for reducing the impact when a pedestrian colliding with the front bumper face 13b constituting the outer surface of the vehicle body front portion collides with the hood hood 7. A vehicle pedestrian protection device 5 is provided. When the vehicle pedestrian protection device 5 detects or predicts a collision between the engine room 3, the bonnet hood 7, the front bumper face 13b, and a pedestrian, as shown in FIGS. A pair of left and right guides that guide the entire hood hood 7 upward and rearward so as to cover at least a part of the cowl box 9 and lower the entire hood hood 7 when the load acting on the hood hood 7 exceeds a predetermined load. Bonnet guide mechanisms 15 and 15, a pair of left and right displacement adjustment mechanisms 25 and 25 for adjusting the upward and backward displacement of the hood hood 7, and the hood hood front end 7 a. 7 and an impact mitigating means 85 for mitigating an impact input to the front end of 7.

  The bonnet guide mechanisms 15 and 15 are provided in the vicinity of the rear end of the engine room 3, more specifically, at both ends of the cowl box 9 in the vehicle width direction. Each bonnet guide mechanism 15 has an actuator 35 for displacing the hood hood 7 upward, and a displacement mechanism 45 for displacing the hood hood 7 rearward as the hood hood 7 rises.

  The actuator 35 is inserted into a hole 9b formed in the cowl box 9 and supported by a bottomed cylindrical cylinder 35a, and is slidably inserted into the cylinder 35a. A rod 35b that displaces the hood hood 7 upward by contacting the lower surface; an inflator (not shown) that is enclosed in the bottom of the cylinder 35a and raises the rod 35b by generating gas; have.

  The actuator 35 is electrically connected to a CPU (not shown) mounted on the vehicle 1. When a collision between the front bumper face 13 b and a pedestrian is detected or predicted, the actuator 35 is activated by an ignition signal from the CPU. The rod 35b is raised by a large amount of gas generated from the gas generation source when the ignition unit is ignited.

  More specifically, the vehicle 1 measures the distance from the pedestrian ahead, calculates the possibility of collision from the speed of the vehicle 1 and the expected braking distance, etc., and predicts a collision with the pedestrian. A sensor (not shown) and a collision detection sensor (not shown) capable of detecting a collision between the front bumper face 13b and a pedestrian are provided, and the CPU inputs from the collision prediction sensor and the collision detection sensor. The ignition signal is sent to the actuator 35 on the basis of the information. The collision prediction sensor can be composed of, for example, an ultrasonic sensor, a radar, or a CCD camera, and the collision detection sensor can be composed of, for example, a G sensor or a pressure sensor. is there.

  Further, as shown in FIGS. 1 and 4, the actuator 35 has a cable 75 as release means for releasing the engagement between the striker 27 and the latch 31 when the actuator 35 is activated. The cable 75 connects the lower end of the latch 31 and the lower end of the rod 35b of the actuator 35, and is provided in a stretched state in the engine room 3 without interfering with the engine 33 or the like. By providing the cable 75 in this way, when the rod 35b of the actuator 35 rises, the latch 31 is pulled downward, the engagement with the striker 27 is released, and the front end 7a of the bonnet hood 7 is immediately fixed. It has come to be solved.

  In addition, after the bonnet hood 7 is displaced upward, the rod 35b naturally comes into contact with the bonnet hood 7 that has been lowered during the secondary collision, so that the rod 35b is lowered and fits in the cylinder 35a again. Yes.

  Each of the displacement mechanisms 45 includes, as shown in FIGS. 5 to 7, a first bracket member 49 attached to the vehicle body 13 side, a second bracket member 51 attached to the bonnet hood 7 side, both the bracket members 49, 51, a link member 47 that couples 51, a torsion spring 53 that applies a biasing force to the second bracket member 51 and the link member 47, and a grooved spacer that engages the second bracket member 51 and the link member 47. 63.

  Each first bracket member 49 includes a bottom wall portion 49a in which two mounting holes are formed, and an eaves wall that extends upward from an inner end in the vehicle width direction of the bottom wall portion 49a and has a rivet insertion hole 49c formed therein. It is formed in a substantially L-shaped cross section having a portion 49b. In the first bracket member 49, the bottom wall portion 49a is fixed to bolts and nuts 49d, 49e,... On the upper end of a cowl panel 19c having a rectangular cross section provided at both ends of the cowl box 9 in the vehicle width direction. Is attached to the vehicle body 13 side.

  Each of the second bracket members 51 has a bottom wall portion 51a formed with two mounting holes, and extends upward from an end of the bottom wall portion 51a on the outer side in the vehicle width direction, and includes a rivet insertion hole 51c and a bolt insertion hole 51d. It is formed in a substantially L-shaped cross section having the formed ridge wall portion 51b. The second bracket member 51 is attached to the hood hood 7 side by fixing the bottom wall portion 51a to the lower end of the outer convex portion 17c of the inner panel 17b with bolts and nuts 51e, 51f,.

  Each link member 47 extends upward from a bottom wall portion 47a and an end of the bottom wall portion 47a on the inner side in the vehicle width direction, and front and rear rivet insertion holes 47c and 47d are provided at the front end portion and the rear end portion, respectively. It is formed in a substantially L-shaped cross section having a flange wall portion 47b formed. In the central part of the flange wall part 47b of the link member 47, an engaging part 47e cut out so as to open upward, and a weak part 47f narrowed by forming the engaging part 47e. Is formed. When the bonnet hood 7 is supported in a state where the link member 47 is substantially upright, the fragile portion 47f promotes buckling deformation of the link member 47 when the load acting on the bonnet hood 7 exceeds a predetermined load. Width. In other words, the link member 47 holds the space formed between the hood 7 and the cowl box 9 until the load input to the hood 7 exceeds a predetermined load amount.

  The rear end portion of the link member 47 is connected to the first bracket member 49 so as to be rotatable. More specifically, the link member 47 has a first rivet 57a inserted through the rivet insertion hole 49c of the first bracket member 49 and the rear rivet insertion hole 47d of the link member 47, and is fixed by a nut 57b. The bracket member 49 is coupled to the bracket member 49 so as to be rotatable about the shaft portion of the rivet 57a. In addition, the 1st hinge part 59 of this invention respond | corresponds to the link member 47, the 1st bracket member 49, the rivet 57a, and the nut 57b.

  On the other hand, the front end portion of the link member 47 is rotatably connected to the second bracket member 51. More specifically, the link member 47 inserts a rivet 57e in the order of the rivet insertion hole 51c of the second bracket member 51, the coil portion of the torsion spring 53, the spacer 57f, and the front rivet insertion hole 47c of the link member 47. By fixing with 57g, it is connected with respect to the 2nd bracket member 51 so that rotation is possible centering | focusing on the axial part of the said rivet 57e. The second hinge portion 61 corresponds to the link member 47, the second bracket member 51, the torsion spring 53, the spacer 57f, the rivet 57e, and the nut 57g.

  The arm portion 53a on one side of the torsion spring 53 is locked to the upper edge of the flange wall portion 47b of the link member 47, while the arm portion 53b on the other side is formed on the bottom wall portion 51a of the second bracket member 51. Locked to the bottom surface. For this reason, a biasing force is applied to the link member 47 and the second bracket member 51 by the torsion spring 53 so as to open both the portions 47 and 51 in a substantially square shape around the shaft portion of the rivet 57e. .

  As described above, the link member 47 is connected to the vehicle body 13 so as to be rotatable about the shaft portion of the rivet 57a, and is connected to the bonnet hood 7 so as to be rotatable about the shaft portion of the rivet 57e. Therefore, when the hood hood 7 rises, as shown in FIG. 7, the hood hood 7 is pulled back in accordance with the length and the inclination angle of the link member 47.

  On the other hand, the central portion of the link member 47 is detachably connected to the second bracket member 51. More specifically, in the link member 47, the engaging portion 47e is fixed to the rear end portion of the second bracket member 51 by a bolt 57c and a nut 57d inserted through the bolt insertion hole 51d of the second bracket member 51. The second bracket member 51 is detachably connected to the second bracket member 51 by being press-fitted into the groove portion of the grooved spacer 63.

  The grooved spacer 63 is made of a resin having elasticity (or a resin is bonded to the groove), and normally, the engaging portion 47e of the link member 47 resists the urging force of the torsion spring 53. On the other hand, when an upward force by the actuator 35 acts on the hood hood 7, the engagement with the hood hood 7 is released. In other words, the engaging portion 47e is normally engaged with the bonnet hood 7 via the grooved spacer 63, thereby restricting the rotation of the second hinge portion 61 and parallel to the outer convex portion 17c. While the link member 47 is fixed to the bonnet hood 7 so as to extend, when the collision between the front bumper face 13b and the pedestrian is detected or predicted, the second hinge 61 is turned by detaching from the grooved spacer 63. Is to be tolerated.

  On the other hand, the displacement adjustment mechanisms 25 and 25 are provided between the displacement mechanism 45 and the striker 27 in the vehicle longitudinal direction, specifically, near the front end of the engine room 3. As shown in FIGS. 1 and 3, each displacement amount adjusting mechanism 25 is provided on the vehicle body 13 side corresponding to the displacement amount adjusting portion 55 provided in the hood hood 7 and the displacement amount adjusting portion 55. The displacement amount restricting portion 65 is provided.

  The displacement amount restricting portion 65 includes a bracket member 69 that is attached to the vehicle body 13 side, and a restricting member 67 that is pivotally supported by the bracket member 69.

  Each bracket member 69 includes a bottom wall portion 69a in which two mounting holes are formed, and a flange wall portion 69b that extends upward from the vehicle width direction outer end of the bottom wall portion 69a and has a rivet insertion hole formed therein. The cross section has a substantially L shape. The bracket member 69 is attached to the vehicle body 13 side by fixing the bottom wall portion 69a to the upper end of a side member (vehicle body member) 13c on the side of the engine room 3 with bolts and nuts 69c, 69d,. Yes.

  Each regulating member 67 is a thin plate-like member having a predetermined length, and in a normal state, the base end portion 67a extending in the vehicle front-rear direction and the front end of the base end portion 67a from the front end in the vehicle front-rear direction. An intermediate portion 67b inclined inward in the vehicle width direction, a tip portion 67c inclined upward as it goes from the front end of the intermediate portion 67b to the front side in the vehicle front-rear direction, and a hook-like locking portion 67d formed in the tip portion 67c And have.

  Each restricting member 67 is pivotally supported by the bracket member 69 at the rear end portion of the base end portion 67a via a rivet 71 inserted through the rivet insertion hole of the flange wall portion 69b of the bracket member 69. With the shaft portion 71 as a center (around the axis extending in the vehicle width direction), it can be rotated from a substantially lying state to the substantially standing state on the vehicle front side.

  Each displacement amount adjusting portion 55 is a hole formed through the inner panel 17b of the bonnet hood 7 at a position corresponding to the engaging portion 67d of the restricting member 67. The engaging portion 67d of the restricting member 67 is a bonnet. In the state where the hood 7 is closed, the displacement amount adjusting portion 55 is penetrated and accommodated in a space between the outer panel 17a and the inner panel 17b.

  Each displacement amount adjusting unit 55 allows the hood hood 7 to rotate when the hood hood 7 is rotated and opened around the rear end 7b by the first hinge portion 59, that is, On the other hand, when the bonnet hood 7 is displaced upward and rearward, the excessive displacement of the bonnet hood 7 is restricted, that is, the locking part 67d of the regulating member 67 is formed so as not to be caught. The engaging member 67d of the restricting member 67 is formed in such a size as to be caught.

  Thus, when the hood hood 7 rotates around its rear part, the displacement amount adjusting unit 55 allows the hood hood 7 to rotate, so that the workability of the hood hood 7 during normal operation is maintained. The Further, when the displacement amount adjusting unit 55 and the restriction member 67 are engaged when the hood hood 7 is displaced upward and rearward, the restriction member 67 is substantially upright with the displacement of the bonnet hood 7. Since excessive displacement of the hood hood is restricted, for example, collision between the hood hood 7 and the windshield 11 can be suppressed.

  The impact mitigating means 85 includes a deformation inducing portion 37 formed at the front end portion of the bonnet hood 7 and a portion of the bonnet hood 7 on the front side of the deformation inducing portion 37. As shown in FIG. 11, the deformation inducing portion 37 is formed over the entire width of the hood hood 7 so as to follow the front end of the hood hood 7. The deformation inducing portion 37 is configured to deform a portion on the front side of the deformation inducing portion 37 (the front end portion of the bonnet hood 7) downward when a load is input to the front end of the bonnet hood 7. Yes.

  More specifically, as shown in FIGS. 11 and 12, the deformation inducing portion 37 is connected to the outer panel 17a with the distal end portion of the inner panel 17b sandwiched between the distal end portions of the outer panel 17a folded back. It is comprised in the site | part of the outer panel 17a and the inner panel 17b immediately after the highly rigid hemming part 77 which joined the said inner panel 17b (immediately back side).

  In the part of the inner panel 17b, a plurality of elliptical through-holes 37a are formed so that the major axis thereof is in the vehicle width direction, and at a portion between the adjacent through-holes 37a and 37a. Is formed with a linear shallow notch 37b opened downward so as to connect these long-axis ends. On the other hand, a linear shallow notch 37c opened downward is formed over the entire width of the hood hood 7 above the through hole 37a and the notch 37b of the inner panel 17b. .

  In this way, a plurality of through-holes 37a, 37a,... Are formed in the inner panel 17b, and notches 37b, 37c,... Opened downward are formed in the outer panel 17a and the inner panel 17b. 7 is easily deformed downward. Then, by providing such a deformation inducing portion 37 over the entire width of the bonnet hood 7, when a pedestrian colliding with the front bumper face 13b has a secondary collision with the front end of the bonnet hood 7, the deformation inducing portion Since the hemming portion 77 is deformed downward starting from 37, the kinetic energy of the pedestrian is sequentially converted into the deformation energy of the hood hood 7 and absorbed and digested.

-Operation of pedestrian protection device for vehicles-
First, in a normal state (a state in which a collision between the front bumper face 13b and a pedestrian is not detected or predicted), when the driver or the like manually operates the latch 31, the striker 27 and the latch 31 are engaged. Canceled. At this time, since the link member 47 is fixed to the hood hood 7 so as to extend in parallel with the outer convex portion 17c by the engagement of the engagement portion 47e of the link member 47 and the grooved spacer 63, the hood hood 7 Is as if the rear end portion 7 b is directly connected to the vehicle body 13 via the first hinge portion 59.

  As a result, when the driver or the like lifts the front end portion 7a of the hood hood 7, the locking portion 67d of the regulating member 67 is not caught by the displacement amount adjusting portion 55 as shown in FIG. Thereafter, the engine 7 is rotated about the end portion 7b, and the engine room 3 is exposed as shown by the two-dot chain line in FIG.

  On the other hand, when a collision between the front bumper face 13b and the pedestrian is predicted by the collision prediction sensor, or when a collision between the front bumper face 13b and the pedestrian is detected by the collision detection sensor, the actuator 35 is based on an instruction from the CPU. The inflator is ignited. Thus, the gas generated by the inflator is generated, and the rod 35b of the actuator 35 starts to rise.

  When the rod 35b is raised, the latch 31 connected to the actuator 35 via the cable 75 is pulled downward, and the engagement between the latch 31 and the striker 27 is released.

  When the rod 35b is further raised, the upper end of the rod 35b comes into contact with a rear bolt 51e that fixes the bottom wall portion 51a of the second bracket member 51 to the lower end of the outer convex portion 17c of the inner panel 17b. Push the hood hood 7 upward. At this time, the engaging portion 47e is detached from the grooved spacer 63 due to the impact of the contact of the upper end of the rod 35b, and the engagement between the link member 47 and the second bracket member 51 (bonnet hood 7) is released. Then, the force that the hood hood 7 is going to rise is converted by the first hinge portion 59 into a force that rotates the link member 47 around its rear end, that is, a force that displaces the hood hood 7 upward and rearward. Is done. At substantially the same time, the urging force of the torsion spring 53 causes the link member 47 and the second bracket member 51 to start to open around the shaft portion of the rivet 57e.

  On the other hand, on the front side of the bonnet hood 7, the hook-shaped locking portion 67 d of the regulating member 67 is displaced from the front hole of the displacement amount adjusting portion 55 by displacing the hood hood 7 upward and rearward as shown in FIG. It is caught on the upper surface of the inner panel 17b constituting the wall. Thereby, the regulating member 67 rotates so as to rise about the shaft portion of the rivet 71 from a state where the hood hood 7 is substantially laid down on the front side of the vehicle as the hood hood 7 is displaced upward and rearward.

  In this way, the hood hood 7 is displaced upward and rearward, but the restricting member 67 is configured to rotate only to a substantially upright state. Therefore, as shown in FIG. 10, the restricting member 67 and the link member 47 are arranged. However, the displacement of the hood hood 7 upward and rearward is completed in a state in which the hood hood 7 is substantially raised from the vehicle body 13. At this time, the link member 47 is in a state of extending in a substantially right angle direction with respect to the lower surface of the inner panel 17b by the urging force of the torsion spring 53.

  Thus, the hood hood 7 guided upward and rearward by the hood guide mechanism 15 covers at least the front end portions of the highly rigid front pillars 21 and 21 and the cowl box 19. Thereby, not only is the impact caused by the collision with the front end of the hood hood 7 reduced, but the pedestrian is prevented from having a secondary collision with the cowl box 9 in which the highly rigid front pillars 21 and 21 and the wiper device 29 are housed. be able to.

  Then, when a pedestrian collides with, for example, the center of the hood hood 7 provided so as to cover the engine room 3 due to the collision with the front bumper face 13b, the regulating member 67 and the link member 47 are The bonnet hood 7 moves forward and downward by rotating so as to lie down on the vehicle front side around the shaft portions of the rivet 71 and the rivet 57a. The moved bonnet hood 7 covers the cowl box 9, and when the load acting on the bonnet hood 7 exceeds a predetermined load, the entire hood hood 7 is lowered to absorb the impact. In this way, the bonnet hood 7 is elastically displaced by the predetermined stroke (operating distance) secured between the bonnet hood 7 and the vehicle body 13 by the regulating member 67 and the link member 47. Absorbs the impact of the next collision.

  Further, when the impact caused by the secondary collision between the pedestrian and the hood hood 7 is large and the load acting on the hood hood 7 exceeds a predetermined load, the fragile portion 47f promotes the buckling deformation of the link member 47. The kinetic energy at the time of collision is sequentially converted into the deformation energy of the link member 47. Therefore, the impact absorption by the predetermined stroke secured between the hood hood 7 and the vehicle body 13 and the impact absorption by the buckling deformation of the link member 47 are combined to further absorb the impact caused by the secondary collision.

  Furthermore, the link member 47 does not maintain a rigid state even if it collides with a portion near the bonnet guide mechanism 15 in the bonnet hood 7 instead of the central portion of the hood hood 7 that is relatively easily bent. Therefore, the kinetic energy at the time of the secondary collision is sequentially converted into the deformation energy of the link member 47.

  On the other hand, when a pedestrian collides with the front end of the hood hood 7 exposed by the hood hood 7 being displaced upward and rearward due to the impact of the collision with the front bumper face 13b, the deformation inducing portion 37 is started. As a result, the front portion of the deformation inducing portion 37 is deformed downward, and the impact caused by the secondary collision between the pedestrian and the front end of the hood hood 7 is alleviated.

-Effect-
According to this embodiment, when a collision between the front bumper face 13b and a pedestrian is detected or predicted, the hood hood 7 connected to the vehicle body is rotated upward and rearward so that it normally rotates around the rear end. Displace. Thereby, before the secondary collision between the pedestrian and the vehicle body front portion 13, a predetermined stroke for absorbing the impact caused by the secondary collision between the hood hood 7 and the vehicle body 13 is, in other words, the bonnet hood. A predetermined space is secured between the engine 7 and the engine 33 housed in the engine room 3. When the load acting on the hood hood 7 exceeds a predetermined load, the entire hood hood 7 is lowered to absorb the impact. Thereby, the impact by the secondary collision (collision from the substantially upper side to a bonnet hood) can be reduced using the predetermined stroke between the bonnet hood 7 and the vehicle body 13.

  Further, the hood hood front end portion 7 a is provided with a deformation inducing portion 37 as an impact mitigation means 85 for easing the impact input to the front end of the hood hood 7, and a pedestrian contacts the front end of the hood hood 7. Then, since the site | part ahead of the said deformation | transformation induction part 37 in the bonnet hood 7 centering on the deformation | transformation induction part 37 deform | transforms below, the kinetic energy of a pedestrian is sequentially converted into the deformation energy of the bonnet hood 7, and is absorbed and digested. . It is possible to reduce the impact caused by the secondary collision to the front end portion 7a of the hood hood 7 displaced upward.

  Further, the hood hood 7 rises to create a space between the front end of the vehicle body and the hood hood front end 7a. However, the hood hood front end 7a deformed downward with the deformation inducing portion 37 as the center, the space Is blocked, so that a pedestrian can be prevented from entering the engine room 3.

  As described above, it is possible to protect a pedestrian who collides with the front bumper face 13b over the entire area of the hood hood 7.

(Embodiment 2)
This embodiment is different from the first embodiment in the configuration of the impact mitigating means 85. Hereinafter, differences from the first embodiment will be described.

  As shown in FIG. 13, the impact relaxation means 85 is configured by a hemming portion 77 (tip) of the hood hood 7 formed downward. Thereby, it can suppress that the hemming part 77 of the said bonnet hood 7 exposed by the bonnet hood 7 moving upwards faces a pedestrian.

  Further, as the hood hood 7 is raised, there is a space between the front end portion of the vehicle body and the bonnet hood front end portion 7a. However, since the hemming portion 77 of the hood hood 7 is formed downward, the space is slightly narrowed. Intrusion of the pedestrian into the engine room 3 is suppressed.

-Effect-
According to this embodiment, since contact with a pedestrian and the front-end | tip of a bonnet hood is avoided, protection of the pedestrian who collided with the front-end part of the vehicle body can be achieved further.

(Embodiment 3)
In the present embodiment, the configuration of the impact mitigating means 85 is different from those of the above embodiments. Hereinafter, differences from the first and second embodiments will be described.

  As shown in FIGS. 14 and 15, the impact relaxation means 85 includes an engaging portion 97 provided at the front end portion of the bonnet hood 7, a curtain member 93 as a covering member provided at the shroud member 13 a, It has. The engaging portion 97 is made of a resin having elasticity, and is formed in a hook shape bent rearward. The engaging portion 97 is attached to the lower surface of the hemming portion 77 on the front side of the striker 27.

  On the other hand, the curtain member 93 is a belt made of a fiber such as nylon, and is provided over substantially the entire width of the hood hood 7. The curtain member 93 includes a rising end portion 93a whose rear end is fixed to the shroud member 13a in a normal state, a folding portion 93b that is continuous with the front end of the rising end portion 93a and is folded in a wave shape, and the folding member 93a. It has an impact absorbing portion 93c that extends from the front end of the portion 93b to the front side in the vehicle front-rear direction and has a U-shaped engaged portion 93d that protrudes upward at the center.

  When the hood hood 7 is closed in a normal state, the curtain member 93 has the engaging portion 97 positioned in front of the engaged portion 93d, and the tip of the hook-shaped engaging portion 97 and the U-shaped covered portion. The shroud member 13a is disposed so that the central portion of the space surrounded by the engaging portion 93d substantially coincides with the center portion.

  By making the engaging part 97 and the engaged part 93d have such a positional relationship, the engaging part 97 rotates the bonnet hood 7 around the rear part by the first hinge part 59. When the hood hood 7 is displaced upward and rearward, it is caught by the engaged portion 93d while it is not caught by the engaged portion 93d of the curtain member 93.

  Then, when the engaging part 97 is hooked on the engaged part 93d, the folding part 93b expands and is fixed to the shroud member 13a with the displacement of the hood hood 7 upward and rearward. The curtain member 93 is rotated clockwise in FIG. 14 with the rear end being stopped, and is stretched between the bonnet hood 7 and the shroud member 13a with the base end portion 93a on the lower side and the shock absorbing portion 93c on the upper side. It becomes. Thereby, the space formed between the bonnet hood 7 and the shroud member 13a and the front bumper face 13b in front of the engine room 3 is covered.

  Further, when the engaging portion 97 is caught by the engaged portion 93d, as shown in FIG. 14, the shock absorbing portion 93c is exposed to the bonnet hood 7 that is exposed when the bonnet hood 7 is displaced upward and rearward. Cover the front edge.

-Effect-
According to the present embodiment, the curtain member 93 of the impact mitigating means 85 covers the space formed between the hood hood 7 and the shroud member 13a in front of the engine room 3, so that the pedestrian engine room 3 can be reached. Can be prevented, and secondary collision between the pedestrian and the engine housed in the engine room 3 can be suppressed.

  Furthermore, since the impact absorbing portion 93c covers the front end of the hood hood 7, it is possible to suppress a secondary collision between the pedestrian and the front end of the exposed hood hood 7.

(Embodiment 4)
In the present embodiment, the configuration of the impact mitigating means 85 is different from those of the above embodiments. Hereinafter, differences from the first to third embodiments will be described.

  As shown in FIG. 16, the impact relaxation means 85 has an airbag (impact absorbing member) 99 as a covering member and an inflator (not shown). The airbag 99 is a bag made of a fiber such as nylon that is stored in a folded state in a storage portion (not shown) formed in the engine room 3. Moreover, the inflator is comprised from the ignition part and the gas generation source. Based on the information input from the collision prediction sensor and the collision detection sensor, an ignition signal is sent from the CPU to the ignition unit. The airbag 99 is inflated and deployed by a large amount of generated gas. In addition, as a kind of gas, it is preferable that it is an inert gas.

  The airbag 99 inflated by the inflator is developed in a space formed between the front end of the hood hood 7 and the front bumper face 13b, and at the same time, the hood hood 7 is displaced upward and rearward so as to be exposed. The front end of the hood hood 7 is covered.

-Effect-
According to the present embodiment, since the airbag 99 is deployed in a space formed between the front end of the hood hood 7 and the front bumper face 13b, the pedestrian can be prevented from entering the engine room 3. At the same time, the impact received by the pedestrian can be reduced.

  Furthermore, since the airbag 99 covers the front end of the hood hood 7, a secondary collision between the pedestrian and the front end of the exposed hood hood 7 can be suppressed.

(Other embodiments)
The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  In the first embodiment, the impact mitigating means 85 is constituted by the deformation inducing portion 37 and the hemming portion 77, and in the second embodiment, the tip portion of the bonnet hood 7 formed downward is provided. For example, the impact mitigating means 85 may include a hemming portion 77 formed downward and a deformation inducing portion 37 formed immediately behind the hemming portion 77. In this way, it is possible to further protect the pedestrian that has collided with the front bumper face 13b.

  In each of the above embodiments, the hood hood 7 is displaced upward by the actuator 35 and the hood hood 7 is displaced rearward by a displacement mechanism using the link member 47. The hood hood 7 may be guided upward and backward by a slide mechanism extending upward and backward.

  Furthermore, in each said embodiment, the excessive displacement to the back of the hood hood 7 is carried out by hooking the latching | locking part 67d of the control member 67 pivotally supported by the side member 13c on the displacement amount adjustment part 55. However, the present invention is not limited to this, and is biased upward by, for example, a coil spring. When a collision between the front bumper face 13b and a pedestrian is predicted or detected, the amount of displacement is projected from the side member 13c. Excessive rearward displacement of the hood hood 7 may be regulated by a rod-like member inserted through the adjustment unit 55.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the present invention is useful for a vehicle pedestrian protection device and the like in which the hood is lifted when the front end of the vehicle body collides with a pedestrian.

It is a top view of the vehicle body front part of the vehicle which concerns on Embodiment 1 of this invention. It is arrow sectional drawing in the II-II line | wire of FIG. It is arrow sectional drawing in the III-III line of FIG. It is arrow sectional drawing in the IV-IV line of FIG. It is a disassembled perspective view of a displacement mechanism. It is arrow sectional drawing in the VI-VI line of FIG. It is a figure which illustrates typically operation of a bonnet guidance mechanism. It is a figure which illustrates typically the opening / closing operation | movement of a bonnet hood in the normal time. It is a figure which illustrates typically displacement operation to the upper part and back of a bonnet hood when a collision with a front bumper face and a pedestrian is detected or predicted. It is a side view which shows the form which the upward and rearward displacement of the bonnet hood was completed. It is the elements on larger scale which show the hemming part of a bonnet food | hood. (A) is an arrow sectional view in the XIIa-XIIa line of FIG. 11, (b) is arrow sectional drawing in the XIIb-XIIb line of FIG. FIG. 4 is a diagram corresponding to a cross-sectional view taken along line III-III in FIG. 1 according to the second embodiment. FIG. 6 is an enlarged view of a vehicle body front portion according to a third embodiment. It is a disassembled perspective view of an impact mitigation means. FIG. 6 is a diagram corresponding to a cross-sectional view taken along line III-III in FIG. 1 according to the fourth embodiment.

3 Engine Room 5 Pedestrian Protection Device for Vehicle 7 Bonnet Hood 7a Front End 7b Rear End 9 Cowl Box 13 Car Body Front (Car Body)
13a Shroud member (body member)
13b Front bumper face (front end of vehicle body)
13c Side member (body member)
15 Bonnet guide mechanism 19 Dash panel 23 Car compartment 37 Deformation induction part 55 Displacement adjustment part 59 1st hinge part (hinge part)
67 Restriction member 85 Impact mitigation means 93 Curtain member (cover member)
99 Airbag (Shock absorbing member)

Claims (7)

It has an engine room and a bonnet hood that is connected to the vehicle body through a hinge part so as to be able to open and close around the rear end part and covers the upper part of the engine room, and prevents a collision between the front end part of the vehicle body and a pedestrian. A vehicle pedestrian protection device that, when detected or predicted, displaces at least the front part of the bonnet hood upward,
It is provided at a front end portion of the bonnet hood and / or a front end portion of the vehicle body, and includes an impact mitigation means for mitigating an impact at the time of a secondary collision between the pedestrian and the front end portion of the bonnet hood. Vehicle pedestrian protection device. The vehicle pedestrian protection device according to claim 1,
In the bonnet hood, when a load is input to the front end portion of the bonnet hood, a deformation inducing portion that deforms the front end portion of the bonnet hood downward is formed,
The vehicle pedestrian protection device according to claim 1, wherein the impact mitigating means is configured by a portion of the deformation inducing portion and the bonnet hood that is in front of the deformation inducing portion. In the pedestrian protection device for vehicles according to claim 1 or 2,
A pedestrian protection device for vehicles, wherein a tip of the bonnet hood is formed downward. The vehicle pedestrian protection device according to claim 1,
The impact mitigating means has a covering member that covers at least a part of a space formed between the bonnet hood and a vehicle body member in front of the engine room in accordance with the upward displacement of the bonnet hood. A pedestrian protection device for vehicles. The vehicle pedestrian protection device according to claim 4,
A front bumper face that constitutes the outer surface of the front part of the vehicle body is provided in front of the engine room.
The vehicular pedestrian protection device according to claim 1, wherein the covering member is constituted by an impact absorbing member that is developed in a space formed between a front end of the bonnet hood and the front bumper face. In the pedestrian protection device for vehicles according to any one of claims 1 to 5,
The front part of the vehicle body is provided with a cowl box extending in the vehicle width direction at the top of the dash panel that partitions the engine room and the vehicle compartment.
When detecting or predicting a collision between the front end of the vehicle body and a pedestrian, the entire hood hood is guided upward and rearward so as to cover at least a part of the cowl box, and the load acts on the hood hood. A pedestrian protection device for vehicles, further comprising a hood guide mechanism that lowers the entire hood when the load exceeds a predetermined load. The vehicle pedestrian protection device according to claim 6,
The bonnet hood is provided with a displacement amount adjustment unit for adjusting the amount of displacement of the bonnet hood upward and rearward.
The vehicle body member on the side of the engine room is substantially upright at a position corresponding to the displacement amount adjusting portion from a state of being substantially lying on the front side of the vehicle around an axis having a predetermined length and extending in the vehicle width direction. A restricting member that can rotate to a state is pivotally supported,
The displacement amount adjusting unit allows the bonnet hood to rotate when the bonnet hood rotates and opens around its rear part, while the hood hood displaces upward and rearward when the bonnet hood is displaced upward and rearward. The vehicle pedestrian protection device is configured to restrict excessive displacement of the bonnet hood by engaging with a member and stopping in a state where the restriction member is substantially upright.

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