JP2011084161A - Under-run protector and under-run protector device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce an impact received by a passenger car regardless of the level of an overlap ratio in collision and preventing a secondary collision caused by the passenger car being pushed out sideways. <P>SOLUTION: An under-run protector 1 is fixed to a vehicle body frame 2 below a front end of the vehicle body frame 2 through a stay 3. The under-run protector 1 has a V-shape incliningly extending from the approximate center of the vehicle body frame 2 in the vehicle width direction toward both right and left sides in the front. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an underrun protector and an underrun protector device for a vehicle.

  Japanese Laid-Open Patent Publication No. 1-301434 describes a structure in which a spoiler at the front of a freight vehicle is bent forward in order to reduce the impact received by the passenger vehicle at the time of a front offset collision between the freight vehicle and the passenger vehicle.

JP-A-1-301434

  In the above structure, when a front vehicle offset collision with a low overlap rate occurs between the freight vehicle and the passenger car, the passenger vehicle moves while being deflected obliquely rearward toward the outer side in the vehicle width direction of the freight vehicle by a spoiler that curves forward. . For this reason, the passenger car after the collision is pushed out to the side of the freight vehicle and may collide with an obstacle such as another vehicle or a guard rail (possibility of a secondary collision).

  In addition, when a frontal collision with a high overlap rate occurs between the freight vehicle and the passenger car, the passenger car hits the curved tip portion of the spoiler, so that the deflection movement of the passenger vehicle is difficult to occur. The hit area is limited to a narrow range. For this reason, the impact load applied to the passenger car is concentrated, and there is a possibility that the passenger car is excessively damaged.

  Accordingly, the present invention provides an underrun protector capable of reducing the impact received by the opponent vehicle regardless of the level of overlap at the time of the collision and preventing a secondary collision caused by the opponent vehicle being pushed sideways. And an under-run protector device.

  In order to achieve the above object, a first aspect of the present invention is an underrun protector that is fixed to a vehicle body frame at the front or rear end portion of the vehicle body frame. This under-run protector has a V shape or a U shape extending from a substantially center in the vehicle width direction of the body frame to the left or right sides of the front or rear in an inclined or curved manner.

  The underrun protector is disposed below the front or rear end of a large vehicle such as a freight vehicle, and abuts against the front of the passenger car in the event of a collision between the freight vehicle and the passenger car, and between the freight vehicle and the road surface. To prevent the passenger car from getting inside. The underrun protector functions as a front underrun protector by being disposed below the front end of the vehicle body frame, and functions as a rear underrun protector by being disposed below the rear end of the vehicle body frame.

  When a freight vehicle equipped with a front underrun protector having the above configuration and a passenger car cause a front offset collision with a low overlap rate (for example, an offset collision where the front right side of the freight vehicle and the front left side of the passenger car overlap) The front left side of the passenger car collides with the right side part of the front underrun protector, and the passenger car moves while being deflected obliquely rearward inward in the vehicle width direction of the cargo vehicle by the front underrun protector. For this reason, the impact load which the collision part (front left side) of a passenger vehicle receives from a freight vehicle is reduced. Further, the passenger car that has reached the approximate center in the vehicle width direction of the freight vehicle by moving diagonally rearward, the front right side collides with the left side part of the front underrun protector and stops. For this reason, it is possible to reliably prevent the occurrence of a secondary collision in which the passenger car is pushed to the side of the freight vehicle and collides with an obstacle such as another vehicle or a guard rail. When the front right side of the passenger car collides with the left part of the front underrun protector (at the time of the second collision), the first collision (collision between the front left side of the passenger car and the right underrun protector) The passenger car is decelerated and the inertial force of the passenger car is reduced. In the second collision, the front left side of the passenger car, which is the opposite side of the first collision, collides with the front underrun protector. For this reason, the impact load which the collision part (front right side) of a passenger vehicle receives from a freight vehicle is reduced. That is, the load applied to the passenger car from the front underrun protector can be divided into two different parts on the left and right sides, and the impact received by the passenger car can be reduced.

  Further, when a frontal collision with a high overlap ratio occurs between the freight vehicle and the passenger car, the front left side of the passenger car collides with the right side part of the front underrun protector, and the front right side collides with the left side part of the front underrun protector. For this reason, the impact load applied to the passenger car from the front underrun protector can be distributed to the left and right different parts, and the impact received by the passenger car can be reduced.

  Thus, the impact received by the passenger car can be reduced regardless of the overlap rate at the time of a frontal collision, and a secondary collision caused by pushing the passenger car to the side can be prevented.

  Even in the case of a collision between the rear surface of the freight vehicle having the rear underrun protector having the above configuration and the front surface of the passenger car, as in the case of the front underrun protector, regardless of whether the overlap rate at the time of the collision is high or low. The impact received by the passenger car can be reduced, and a secondary collision caused by the passenger car being pushed to the side can be prevented.

  The second aspect of the present invention is an underrun protector device comprising an underrun protector and a protector moving means.

  The underrun protector has long left and right protector members. The left and right protector members are supported by the vehicle body frame below the front or rear end of the vehicle body frame, and extend linearly or curvedly from the approximate center in the vehicle width direction of the vehicle body frame to the left and right sides. The left and right protector members are movable between a retracted position and a use position. The left and right protector members at the retracted position are arranged along the vehicle width direction. The left and right protector members at the use position extend from the approximate center in the vehicle width direction of the vehicle body frame to the left and right sides of the front or rear, respectively, to form a V shape or a U shape.

  The protector moving means moves and holds the left and right protector members in the retracted position to the use position.

  Similar to the first aspect, the underrun protector functions as a front underrun protector by being disposed below the front end portion of the body frame, and is disposed below the rear end portion of the body frame. Functions as a rear underrun protector.

  At the time of a collision between a freight vehicle equipped with an underrun protector and a protector moving means having the above configuration and a passenger car, by moving the left and right protector members to the use positions by the protector moving means before the collision, Similar to the first aspect, the impact received by the passenger car can be reduced regardless of the overlap rate at the time of the collision, and the secondary collision caused by the passenger car being pushed to the side can be prevented. .

  Also, in situations where the possibility of a collision is low, the left and right protector members can be positioned at the retracted position by the protector moving means, thus ensuring the approach angle of the freight vehicle and shortening the overall length of the freight vehicle. Can be planned.

  ADVANTAGE OF THE INVENTION According to this invention, the impact which a partner vehicle receives irrespective of the level of the overlap rate at the time of a collision can be reduced, and the secondary collision by a partner vehicle being pushed sideways can be prevented.

It is a perspective view which shows the vehicle body front part of the freight vehicle provided with the front underrun protector of 1st Embodiment of this invention. It is a side view of FIG. It is a top view of FIG. It is a schematic diagram which shows the state which the passenger vehicle collided from the substantially perpendicular direction with respect to the linear front underrun protector. It is a mimetic diagram showing the state where a freight vehicle which has a front underrun protector of a 1st embodiment, and a passenger car raise a front collision with a high overlap rate. It is a mimetic diagram showing the state at the time of the first collision when a freight vehicle and a passenger car which have a front underrun protector of a 1st embodiment raise a front collision with a low overlap rate. It is a schematic diagram which shows the state at the time of the 2nd collision when the freight vehicle which has the front underrun protector of 1st Embodiment, and a passenger car raise | generate the front collision with a low overlap rate. It is a perspective view which shows the vehicle body front part of the freight vehicle provided with the front under-run protector of 2nd Embodiment of this invention. It is a top view of the right and left protector members of Drawing 8, (a) shows the state in a retreating position, and (b) shows the state in a use position. It is a perspective view which shows the connection part of the protector member of FIG. 8, and a slide member. It is a schematic diagram which shows the protector moving device of 2nd Embodiment. It is a schematic diagram which shows the protector moving device of 3rd Embodiment. It is a schematic diagram which shows the modification of an underrun protector.

  Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings. The underrun protector of the present embodiment is a front underrun protector attached to the lower side of a front bumper of a cargo vehicle such as a large truck. In the drawing, FR indicates the front of the freight vehicle, UP indicates the upper side, and IN indicates the inner side in the vehicle width direction of the freight vehicle. In the following description, the left and right sides of the freight vehicle are the left and right directions based on the forward direction of the freight vehicle, and the left and right sides of the passenger vehicle are the left and right directions based on the forward direction of the passenger vehicle.

  As shown in FIGS. 1 to 3, a body frame 2 of a freight vehicle includes a pair of left and right side members 5 extending in the front-rear direction and a front cross that extends in the vehicle width direction and connects the front end portions of the left and right side members 5. The member 4 has a rear cross member (not shown) that extends in the vehicle width direction and connects the rear ends of the left and right side members 5.

  A pair of left and right stays 3 extending downward (on the road surface side) are fixed to the front end of the vehicle body frame 2, and a front underrun protector 1 is fixed to the front surface of the stay 3. The front underrun protector 1 is formed of a square pipe having a hollow cross section, and has a V shape that extends from the approximate center in the vehicle width direction of the vehicle body frame 2 to the left and right sides of the front. That is, the front underrun protector 1 has a left side portion 1a and a right side portion 1b that extend from the approximate center in the vehicle width direction of the body frame 2 to the front left side and the front right side, respectively. Both left and right ends of the front underrun protector 1 protrude outward in the vehicle width direction from the side member 5. The front underrun protector 2 is in contact with the front part of the passenger car 10 entering from below the front bumper of the freight vehicle to the lower part of the body frame 2 at the time of a collision between the freight vehicle and the passenger car 10 (shown in FIG. 4). The passenger car 10 is prevented from entering between the vehicle and the road surface.

  Next, the state at the time of a frontal collision between the cargo vehicle and the passenger car 10 will be described.

For example, as shown in FIG. 4, when the passenger car 10 collides with the linear front underrun protector 11 from a substantially vertical direction (hereinafter referred to as a collision with the linear protector), the front of the passenger car 10 is the tip portion 10a collides with the front underrun protector 11, the impact load F ₁ from the front underrun protector 11 enters concentrated in the tip portion.

On the other hand, in the front underrun protector 1 of the present embodiment, when the freight vehicle and the passenger car 10 cause a frontal collision with a high overlap ratio, as shown in FIG. impinges on the right side portion 1b of the run protector 1, the impact load F ₂ is input to the front left 10b. Further, the right front 10c of cars 10 collides with the left side portion 1a of the front underrun protector 1, the impact load _{F 3} is input to the front right side 10c. That is, since the impact load applied to the passenger car 10 from the front underrun protector 1 is distributed and input to two different parts on the left and right, the impact load input to the collision part of the passenger car 10 is applied to the collision of the linear protector. It can be kept lower than the case, and the impact received by the passenger car 10 can be reduced.

Further, when a front offset collision with a low overlap rate (for example, an offset collision in which the front right side of the freight vehicle and the front left side 10b of the passenger vehicle 10 overlap) is caused, as shown in FIG. The front left side 10 b of the front side collides with the right side portion 1 b of the front underrun protector 1. At this time, the inertial force _{Fm1 of the} passenger car 10 acts on the right side portion 1b of the front underrun protector 1 toward the rear of the freight vehicle. Here, assuming that the opening angle of the left portion 1a and the right portion 1b of the front underrun protector 1 with respect to the front-rear direction is θ (total opening angle = 2θ), the inertia force F _m1 is _divided into the vertical direction of the right portion 1b. The front-rear direction component F _f1 (F _f1 = F _c1 sin θ) of the reaction force F _c1 (| F _c1 | = | F _d1 |) of the force F _d1 (F _d1 = F _m1 sin θ) is the front-rear direction (vehicle traveling direction). It acts on the front left side 10b of the passenger car 10 as an impact load (the drag of the front underrun protector 1). Therefore, the impact load in the longitudinal direction to enter during the collision the passenger 10 is smaller than in the case of collision with the aforementioned straight protector, the resultant force F _t of the inertial force F _i and the reaction force F _c1 is applied Thus, the passenger car 10 moves while being deflected obliquely rearward toward the inner side in the vehicle width direction of the freight vehicle.

As shown in FIG. 7, the front right side 10 c of the passenger car 10 that has reached the approximate center in the vehicle width direction of the freight vehicle due to the diagonally backward movement collides with the left side portion 1 a of the front underrun protector 1 and stops. For this reason, it is possible to reliably prevent the occurrence of a secondary collision in which the passenger car 10 is pushed out to the side of the cargo vehicle and collides with an obstacle such as another vehicle or a guard rail. Further, when the front right side 10c of the passenger car 10 collides with the left side portion 1a of the front underrun protector 1 (at the time of the second collision), the first collision (the front left side 10b of the passenger car 10 and the front underrun protector 1 The passenger car 10 is decelerated by the collision with the right portion 1b, and the inertial force of the passenger car is reduced. Further, at the time of the second collision, the front left side 10c of the passenger car 10 opposite to the first collision collides with the front underrun protector 1, and the reaction force F _c2 (| F _c2 | = of the inertial force F _m2 of the passenger car 10 The front-rear direction component F _f2 (F _f2 = F _c2 sinθ) of | F _m2 |) acts on the front right side 10 a of the passenger car 10 as an impact load in the front-rear direction (vehicle traveling direction) (the drag of the front underrun protector 1). Therefore, the impact load input to the passenger car 10 at the time of the second collision is smaller than that in the case of the collision with the linear protector.

  That is, the load applied to the passenger car 10 from the front underrun protector 1 can be divided into two different parts on the left and right sides, and the impact received by the passenger car 10 can be reduced.

  As described above, according to the front underrun protector 1 of the present embodiment, the impact received by the passenger car 10 can be reduced regardless of the overlap rate at the time of a frontal collision, and the passenger car 10 is pushed sideways. Secondary collisions can be prevented.

  Next, a second embodiment of the present invention will be described in detail with reference to the drawings. The present embodiment is different from the first embodiment in that the left and right opening angles of the front underrun protector 20 can be changed. In addition, the same code | symbol is attached | subjected to the part similar to the said 1st Embodiment, and the detailed description is abbreviate | omitted.

  The protector device of this embodiment includes a front underrun protector 20 shown in FIGS. 8 and 9 and a protector moving device (moving means) 30 shown in FIG.

  As shown in FIGS. 8 and 9, the front underrun protector 20 includes left and right protector members 21, a rotating shaft 22, and left and right extending members 25. A stay 24 is fixed to the lower portion of the front end of the vehicle body frame 2, and a front underrun protector 20 is supported on the stay 24.

  Each protector member 21 is formed of a square pipe having a hollow cross section, and extends linearly from the approximate center of the vehicle body frame 2 in the vehicle width direction to the left and right sides. Each protector member 21 has a base end portion 21 a on the inner side in the vehicle width direction and a front end portion 21 b on the outer side in the vehicle width direction, and the base end portions 21 b are rotatably connected by a rotating shaft 22. The rotating shaft 22 is rotatably supported by a stay 24. The left and right protector members 21 are rotated about the rotation shaft 22, so that they are retracted along the vehicle width direction (shown in FIG. 9 (a)) and the vehicle body frame 2 in the vehicle width direction. It is set to a use position (shown in FIGS. 8 and 9B) that extends from the center to the left and right sides of the front and forms a V shape. In the present embodiment, the opening angle of the left and right protector members 21 is set stepwise as will be described later.

  The left and right extension members 23 are each a square pipe with a hollow cross section having an outer shape slightly smaller than the hollow cross section of the left and right protector members 21, and are housed inside the protector member 21 so as to be able to protrude and retract from the distal end portion 21 a of the protector member 21. And supported.

  As shown in FIG. 11, the protector moving device 30 includes left and right slide members 25, an actuator mechanism 31, a liquid supply circuit 32, and a control unit 33.

  As shown in FIGS. 8 to 10, the left and right slide members 25 are each formed of a square pipe having a hollow cross section slightly larger than the outer shape of the left and right protector members 21, and the protector member 21 is disposed in the hollow portion of the slide member 25. Are inserted respectively. By this insertion, the slide member 25 mounted on the outer surface of the protector member 21 is supported by the protector member 21 so as to be slidable.

  As shown in FIG. 11, the actuator mechanism 31 includes left and right cylinder bodies 34 and cylinder rods 35 respectively provided corresponding to the left and right protector members 21, and liquid is supplied to the control chamber 36 in the cylinder body 34. The cylinder rod 35 expands and contracts by entering and exiting. An urging member (for example, a coil spring) 37 that urges the cylinder rod 35 in the contracting direction is provided between the cylinder body 34 and the cylinder rod 35. The cylinder body 34 is fixed to the stay 24 (shown in FIG. 8), and the extending direction of the cylinder rod 35 is set to the front of the vehicle. The tip end of the cylinder rod 35 on the protruding side is rotatably connected to the slide member 25 via a connecting shaft 38. The slide member 25 slides on the outer surface of the protector member 21 according to the expansion and contraction of the cylinder rod 35, thereby increasing or decreasing the distance between the slide member 25 and the rotation shaft 22, so that the protector member 21 is centered on the rotation shaft 22. Rotate as The left and right protector members 21 are set at a retracted position (shown in FIG. 9A) with the left and right cylinder rods 35 being shortened to the maximum, and the front and underruns when the left and right cylinder rods 35 are extended from this state. The protector 20 has a V shape. In the retracted position, the tip portions 21 b of the left and right protector members 21 protrude outward in the vehicle width direction from the side members 5. Further, the opening angle of the left and right protector members 21 decreases as the extension amount of the cylinder rod 35 increases.

  The liquid supply circuit 32 includes a tank 41, a pump 42, a control valve 43, a supply pipe 44 and a return pipe 45.

  The supply line 44 communicates the control chamber 36 and the pump 42, and the control valve 43 is provided at an intermediate portion of the supply line 44. The return line 45 communicates the control valve 43 and the tank 41. The control valve 43 is selectively switched between a supply position, a discharge position, and a stop position according to a control signal from the control unit 33. At the supply position, the upstream side (pump side) and the downstream side (control chamber side) of the supply line 44 communicate with each other, and the return line 45 is closed. At the discharge position, the upstream side of the supply pipeline 44 communicates with the return pipeline 45, and the downstream side of the supply pipeline 44 is closed. At the stop position, the upstream side of the supply pipeline 44 is closed.

  The pump 42 is driven with the control valve 43 set to the supply position, thereby supplying the liquid stored in the tank 41 to the control chamber 36 via the supply line 44. The supply pressure of the liquid by the pump 42 is set to a pressure at which the cylinder rod 35 can extend against the urging force of the urging member 37, and the opening angle of the front underrun protector 20 is reduced by supplying the liquid.

  In a state where the control valve 43 is set to the discharge position, the cylinder rod 35 is shortened by the urging force of the urging member 37, the liquid is discharged from the control chamber 36, and returns to the tank 41 through the return line 45. The opening angle of the front under-run protector 20 is increased by discharging the liquid.

  Further, in a state where the control valve 43 is set at the stop position, liquid does not enter and exit the control chamber 36, and the expansion and contraction of the cylinder rod 35 is prevented. That is, the left and right protector members 21 are held at the retracted position or the use position at a desired opening angle.

  The control unit 33 receives the expansion / contraction position (position signal) of the cylinder rod 35 detected by the position sensor 46 and the vehicle speed (vehicle speed signal) of the freight vehicle detected by the vehicle speed sensor 47 at predetermined time intervals. In the control unit 33, a correspondence relationship (for example, a table or a map) between the vehicle speed and the expansion / contraction position is stored in advance, and the pump 42 and the control are performed so that the cylinder rod 35 is set at the expansion / contraction position corresponding to the received vehicle speed. The valve 43 is feedback controlled. The correspondence relationship between the vehicle speed and the expansion / contraction position is set so that the extension amount of the cylinder rod 35 increases as the vehicle speed increases. The correspondence relationship between the vehicle speed and the expansion / contraction position may be set so that the extension amount continuously increases as the vehicle speed increases, and the extension amount increases stepwise (for example, the vehicle speed is reduced to 60 km / h). When exceeding, the extension amount is Lmm, when the vehicle speed exceeds 40km / h and less than 60km / h, the extension amount is L / 2mm, and when the vehicle speed exceeds 0km / h and less than 40km / h, the extension amount is L / 4mm. The extension amount may be set to 0 mm when the vehicle speed is 0 km). When the extension amount is increased stepwise, the extension amount may be changed immediately according to the change in the vehicle speed, or may be changed after a request for changing the extension amount continues for a predetermined time or more. The detection target of the position sensor 46 is not limited to the expansion / contraction position of the cylinder rod 35, and may be the opening angle of the left and right protector members 21, the position of the tip of the protector member 21, or the like.

  Although not shown in particular, the left and right protector members 21 incorporate a mechanism for expanding and contracting the extension member 23 according to the vehicle speed. This mechanism is substantially the same as the actuator mechanism 31 except that an extension member 23 is provided in place of the cylinder rod 35. The control chamber in the left and right protector members 21 branches from the downstream side of the supply pipe 44. Each of the pipes communicated. Note that pipes branched from the upstream side of the supply pipe 44 may be provided on the left and right sides, control valves may be provided on the pipes, and the control valves and the tank 41 may be communicated with each other via return pipes. In this case, position sensors that detect the expansion / contraction position of the extension member 23 are provided on the left and right, respectively, and the control unit 33 controls each control valve in accordance with the expansion / contraction position detected by each position sensor. The extension amount of the extension member 23 is such that when the front end of the protector member 21 moves inward in the vehicle width direction as the opening angle decreases, the front end of the extension member 23 is always outside the side member 5 in the vehicle width direction. It is set to protrude to

  According to the present embodiment, while the freight vehicle is traveling, the left and right protector members 21 are held at predetermined use positions in a state where the tip of the extension member 23 always protrudes outward in the vehicle width direction from the side member 5. . Therefore, as in the first embodiment, the impact received by the passenger car 10 can be reduced regardless of the overlap rate at the time of collision with the passenger car 10, and the passenger car 10 is pushed to the side. The next collision can be prevented.

  Further, when the vehicle speed of the freight vehicle increases, the relative speed between the freight vehicle and the passenger vehicle 10 increases, and the impact load that the passenger vehicle 10 receives during a frontal collision tends to increase. In this regard, in the present embodiment, when the speed of the freight vehicle increases, the opening angle of the left and right protector members 21 decreases. When the opening angle of the protector member 21 decreases, the input ratio at the first collision of the collision load input to the passenger car 10 decreases and the input ratio at the second collision increases. Thus, the entire collision load can be dispersed twice so that the collision load received by the passenger car 10 at the time of the first collision is not excessive, and the impact received by the passenger car can be suitably reduced.

  Furthermore, the left and right protector members 21 can be set at the retracted position when the freight vehicle is less likely to cause a frontal collision or when traveling at a low speed when the impact received by the passenger car 10 is relatively low. Thus, it is possible to secure the approach angle of the freight vehicle and shorten the overall length of the freight vehicle.

  Next, a third embodiment of the present invention will be described in detail with reference to the drawings. This embodiment is the same as the second embodiment in that the left and right opening angles of the front underrun protector 20 can be changed, and the front underrun is only when the possibility that the freight vehicle collides with the passenger car 10 is high. This is different from the second embodiment in that the protector 20 is moved from the retracted position to the use position. In addition, the same code | symbol is attached | subjected to the part similar to the said 1st Embodiment and 2nd Embodiment, and the detailed description is abbreviate | omitted.

  The protector device of this embodiment includes a front underrun protector 20 shown in FIGS. 8 and 9 and a protector moving device (moving means) 50 shown in FIG. The protector moving device 50 includes left and right slide members 25, an actuator mechanism 51, a liquid supply circuit 52, and a control unit 53.

  The actuator mechanism 51 includes left and right cylinder bodies 34 and cylinder rods 35, and the cylinder rods 35 expand and contract when liquid enters and exits the control chamber 36 in the cylinder body 34. Between the cylinder body 34 and the cylinder rod 35, a stopper 54 for restricting the maximum extension amount of the cylinder rod 35 is provided. The stopper 54 of the present embodiment includes a protrusion 56 protruding from the cylinder body 34, a protrusion 57 protruding from the cylinder rod 35, and a stopper ring 58 having one end fixed to the protrusion 56 and having an annular portion on the other end. The stopper ring 58 restricts the maximum extension amount of the cylinder rod 35 by inserting the protrusion 57 into the annular portion.

  The liquid supply circuit 52 includes a tank 41, a pump 42, a control valve 55, and a supply pipe 44. The control valve 55 is provided at an intermediate portion of the supply pipeline 44 and opens the supply pipeline 44 in response to a control signal from the control unit 53. When the supply line 44 is opened, the upstream side (pump side) and the downstream side (control chamber side) of the supply line 44 communicate with each other. When the supply line 44 is closed, the upstream side and the downstream side of the supply line 44 are connected. Is cut off. The pump 42 is driven in a state where the supply pipe 44 is opened, thereby supplying the liquid stored in the tank 41 to the control chamber 36 via the supply pipe 44. In the normal state, the supply pipe 44 is closed, the liquid does not enter and exit the control chamber 36, the cylinder rod 35 is prevented from expanding and contracting, and the left and right protector members 21 are held in the retracted position. .

  The control unit 53 receives the detection signal of the object detection sensor 56 and the detection signal of the vehicle speed sensor 47 at predetermined time intervals. The object detection sensor 56 emits an electromagnetic wave such as a laser or a millimeter wave toward the front of the cargo vehicle, and detects the relative distance and relative speed between the object and the cargo vehicle based on the reflected wave. The vehicle speed sensor 9 detects the current speed of the freight vehicle from the engine speed and the like. Based on the relative distance and relative speed between the cargo vehicle and the object detected by the object detection sensor 56, and the vehicle speed and acceleration of the vehicle detected by the vehicle speed sensor 9, the control unit 53 detects the vehicle and the object (passenger car 10). It is determined whether or not the state before the occurrence of the collision is likely to come into contact. Specifically, when the relative distance between the cargo vehicle and the passenger car 10 falls below a predetermined threshold, when the relative speed at which the cargo vehicle approaches the passenger car 10 exceeds a predetermined threshold, or between the cargo vehicle and the passenger car 10 When the value of the collision margin time TTC (Time To Collision) obtained by dividing the relative distance by the relative speed is equal to or less than a predetermined value (for example, 0.8 seconds), the control unit 53 determines whether the freight vehicle and the passenger car 10 It is determined that the state before the occurrence of the collision is likely to come into contact. If it determines with it being the state before collision occurrence, the control part 53 will drive the pump 42 and will open the control valve 53. FIG. Thereby, the cylinder rod 35 is instantaneously extended to the maximum extension amount, and the left and right protector members 21 are moved from the retracted position (shown in FIG. 9A) to the use position (shown in FIG. 9B). In addition, although detailed description of a structure is abbreviate | omitted, with the movement of the protector member 21, the extension member 23 also expand | extends to the maximum expansion amount.

  According to this embodiment, when the possibility that the freight vehicle collides with the passenger car 10 is high, the left and right protector members 21 are always in a state where the tip of the extension member 23 protrudes outward in the vehicle width direction from the side member 5. Is instantaneously moved from the retracted position to the use position and held. Therefore, as in the first embodiment, the impact received by the passenger car 10 can be reduced regardless of the overlap rate at the time of collision with the passenger car 10, and the passenger car 10 is pushed to the side. The next collision can be prevented.

  In addition, the protector member 21 is normally held in the retracted position, and the protector member 21 is moved to the use position only when there is a high possibility of a frontal collision. Can be shortened.

  In addition, the said embodiment is an example of this invention and can be changed in the range which does not deviate from this invention.

  For example, as shown in FIG. 13, the front underrun protector 1 may have a U shape that curves and extends from the approximate center in the vehicle width direction of the vehicle body frame to the left and right sides of the front. The shape may be the U shape. In this case, the left and right protector members 21 are arranged along the vehicle width direction as indicated by broken lines in FIG.

  Further, the protector moving devices 30 and 50 are not limited to the above, and may supply compressed air to the control chamber 36 instead of the liquid. When supplying compressed air, it is preferable to separately provide a stopper or the like for firmly holding the protector member 21 at the use position. Further, in place of the actuator mechanisms 31 and 51 and the liquid supply circuits 32 and 52, other drive mechanisms such as an electric motor may be provided, and a biasing member that biases the protector member 21 to the use position, and a biasing member A stopper that holds the protector member 21 in the retracted position against the urging force may be provided, and the protector member 21 may be moved to the use position by releasing the holding of the protector member 21 by the stopper.

  Further, the trigger for moving the protector member 21 at the retracted position to the use position is not limited to the above, and may be moved by another trigger.

  Further, the configuration of the front underrun protectors 1 and 20 may be applied to a rear underrun protector disposed below the rear end of the vehicle body frame.

  The present invention is widely applicable to large vehicles such as cargo vehicles.

1,20: Front underrun protector (underrun protector)
2: body frame 3: stay 5: side member 10: passenger car 21: protector member 22: rotating shaft 30, 50: protector moving device (protector moving means)

Claims (2)

A V shape or U that is fixed to the vehicle body frame below the front or rear end of the vehicle body frame and extends from the approximate center in the vehicle width direction of the vehicle body frame to the left or right sides of the vehicle front or rear. An underrun protector characterized by having a shape. Long left and right protector members that are supported by the vehicle body frame below the front or rear end of the vehicle body frame and extend linearly or curvedly from the approximate center in the vehicle width direction of the vehicle body frame to the left and right sides, respectively. These left and right protector members extend from the approximate center in the vehicle width direction of the vehicle body frame in the vehicle width direction to the left and right sides of the front or rear, respectively, and have a V shape or a U shape. An underrun protector movable between the use position to be formed;
An under-run protector device, comprising: protector moving means that moves and holds the right and left protector members at the retracted position to the use position.

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