JP2014221617A - Diving prevention device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent diving of the other vehicle by suppressing deformation of an under-run protector even in a case that impact load input to the under-run protector is increased rapidly just after collision.SOLUTION: A diving prevention device 10 includes: an FUP 11; plural unit cases 12; a collision detection sensor 14; and an airbag controller 28 (CPU 30). When the collision detection sensor 14 detects collision between a truck 1 and a counter vehicle 15, the CPU 30 decides an airbag unit 13 to be developed corresponding to the collision position. The CPU 30 makes the airbag 24 of the airbag unit 13 to be developed develop to the rear side in a preset development order. Reaction of the development force of the airbag 24 received by the FUP 11 acts to the front side with opposing to the impact load to the rear side input from the counter vehicle 15 to the FUP 11. Deformation of the FUP 11 is suppressed by the reaction of the development force of the airbag 24.

Description

  The present invention relates to an intrusion prevention device that prevents an opponent vehicle from invading when a vehicle collides.

  Japanese Patent Application Laid-Open No. 2004-228561 describes a device for preventing an impact object from getting in, which reinforces the strength of a rear bumper with an airbag to prevent the impact object from getting into a space below the vehicle. The airbag is inflated between the rear bumper and the rear wheel at the moment when an impact is applied to the rear of the vehicle, filling the space below the vehicle, and at the same time, absorbing the impact applied to the rear bumper by pressing the rear bumper from the front of the vehicle body To do.

JP 7-277114 A

  In the intrusion prevention device of Patent Document 1, the strength of the rear bumper (under-run protector) that prevents the impact object (other vehicle) from infiltrating is reinforced by the airbag after the deployment is completed until the airbag is completely deployed. The space is not reinforced. For this reason, if the impact load input to the rear bumper suddenly increases immediately after the collision of the vehicle, an excessive impact load will be input to the rear bumper before the airbag deployment is completed, and the rear bumper will be deformed, allowing the impact object to enter. There is a possibility that

  The present invention has been made in view of the above situation, and even when the impact load input to the underrun protector increases rapidly immediately after the collision, the underrun protector can be prevented from being deformed by other deformations. An object of the present invention is to provide an anti-slipping device capable of preventing a vehicle from getting in.

  In order to solve the above-described problem, the anti-slipping device according to the first aspect of the present invention includes an underrun protector, a collision detection unit, a plurality of airbag units, and a control unit. The underrun protector is fixed with respect to the vehicle body frame of the vehicle and extends in the vehicle width direction below the front or rear part of the vehicle body frame. When a vehicle collides with another vehicle, the other vehicle sinks below the vehicle. To prevent. The collision detection means detects a collision between the vehicle and another vehicle. Each of the plurality of airbag units has an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and It fixes with respect to an under-run protector in the state arrange | positioned in the several position from which at least one of a direction or a vehicle width direction differs. The control means sequentially causes the plurality of inflators to generate gas in accordance with a preset deployment order in response to the collision detected by the collision detection means.

  In the above configuration, the under-run protector is disposed below the front or lower rear of the vehicle body frame, and the deployment direction of the airbag fixed to the under-run protector is set to the rear or front of the under-run protector. The reaction of the deployment force of the airbag received by the underrun protector acts against an impact load input to the underrun protector from another vehicle. In this way, the reaction of the airbag deployment force acts on the underrun protector as a counter force against the impact load, so that the deformation of the underrun protector can be suppressed. In addition, since the magnitude of the impact load received by the mounting portion of the under-run protector with respect to the vehicle body frame decreases according to the magnitude of the counteracting force acting by the deployment of the airbag, the mounting strength of the under-run protector can be reduced. it can.

  Further, the airbags of the plurality of airbag units are deployed in accordance with a preset deployment order. For this reason, the time from the detection of the collision by the collision detection means to the load peak at which the impact load inputted to the underrun protector becomes maximum is obtained in advance by experiments, simulations, calculations, etc., and the deployment force of the airbag is adjusted according to the load peak. By setting the time until the deployment and the deployment order so that the recoil reaction reaches a peak, the deployment force of the airbag can be efficiently used as a counter force against the impact load.

  Therefore, even when the impact load input to the under-run protector increases rapidly immediately after the collision, the deformation of the under-run protector can be suppressed to prevent another vehicle from entering.

  Also, since the airbag deployment direction is set to the rear or front, if there are other parts of the vehicle (for example, tires) behind or in front of the airbag, the underrun protector and other parts The airbag can be deployed to fill the gap. In this case, since the deployed airbag sandwiched between the underrun protector and the other parts alleviates the impact input to the underrun protector, the impact load input from the underrun protector to the body frame should be reduced. Can do.

  In addition, since the airbag deployment direction is set to the rear or front, even if the airbag is deployed due to a malfunction, the airbag does not interfere with objects on the front or rear of the vehicle. The influence on the surroundings of the vehicle (for example, the influence of giving an impact to a pedestrian around the vehicle) can be minimized.

  The anti-slipping device according to the second aspect of the present invention includes an under-run protector, a collision detection unit, a collision position specifying unit, a plurality of airbag units, a storage unit, and a control unit. The underrun protector is fixed with respect to the vehicle body frame of the vehicle and extends in the vehicle width direction below the front or rear part of the vehicle body frame. When a vehicle collides with another vehicle, the other vehicle sinks below the vehicle. To prevent. The collision detection means detects a collision between the vehicle and another vehicle. The collision position specifying means can specify the collision position of another vehicle with respect to the underrun protector. Each of the plurality of airbag units has an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and It fixes with respect to an under-run protector in the state arrange | positioned in the several position from which at least one of a direction or a vehicle width direction differs. The storage means stores a correspondence relationship between the collision position specified by the collision position specifying means and at least one of the plurality of airbag units. The control means determines the airbag unit to be deployed corresponding to the collision position specified by the collision position specifying means according to the correspondence relationship in accordance with the collision detection by the collision detection means, and determines the determined deployment target airbag unit. Gas is generated in the inflator.

  The collision position specifying means includes, for example, a plurality of collision detection sensors that function as collision detection means, and specifies a collision position by specifying a collision detection sensor that has detected a collision among the plurality of collision detection sensors. Or a sensor that functions as a collision position specifying means provided separately from the collision detection sensor. Alternatively, a camera or the like that functions as both a collision detection unit and a collision position specifying unit may be used.

  In the above configuration, the airbag of the airbag unit to be deployed that is associated with the collision position in advance is deployed in response to the collision detected by the collision detection means. For this reason, the deformation | transformation of an underrun protector can be suppressed effectively by matching the airbag unit arrange | positioned in the location which can absorb an impact with respect to a collision position, and a collision position.

  Further, since the airbag of the airbag unit to be deployed that is associated with the collision position in advance is deployed, the airbag unit that is not to be deployed can be collected and reused.

  The control means may sequentially generate gas in the inflator of the airbag unit to be deployed in accordance with a preset deployment order in response to the collision detected by the collision detection means.

  In the above configuration, since the airbags of the airbag unit to be deployed are sequentially deployed in accordance with a preset deployment order, the deployment can effectively buffer the impact according to various collision states such as the collision position and the collision angle. The impact can be effectively buffered by obtaining the order by experiment, simulation, calculation, etc. and deploying the airbag in the deployment order.

  The anti-slipping device according to the third aspect of the present invention includes an under-run protector, a plurality of collision detection means, and a plurality of airbag units. The underrun protector is fixed with respect to the vehicle body frame of the vehicle and extends in the vehicle width direction below the front or rear part of the vehicle body frame. When a vehicle collides with another vehicle, the other vehicle sinks below the vehicle. To prevent. The plurality of collision detection means are fixed to the underrun protector in a state where at least one of the vertical direction or the vehicle width direction is different, and detects a collision between the vehicle and another vehicle. Each of the plurality of collision detection means is associated in advance with at least one of the plurality of airbag units. Each of the plurality of airbag units has an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and It fixes with respect to an under-run protector in the state arrange | positioned in the several position from which at least one of a direction or a vehicle width direction differs. In response to the detection of the collision by the collision detection means, the inflator of the airbag unit associated with the collision detection means that detected the collision generates gas.

  In the above configuration, each of the plurality of collision detection units is associated with at least one of the plurality of airbag units in advance, and is associated with the collision detection unit that has detected the collision according to the detection of the collision by the collision detection unit. Since the inflator of the airbag unit generated generates gas, for example, when the collision detection unit and the airbag unit arranged in the vicinity of the collision detection unit are associated with each other, a sensor for specifying the collision position, etc. The air bag in the vicinity of the collision position can be deployed without specially providing.

  The anti-slipping device may include a bumper-integrated under-run protector. The bumper integrated under-run protector is a honeycomb structure in which partition walls define a plurality of inner spaces extending in the front-rear direction, and is fixed to the vehicle body frame and extends in the vehicle width direction. In the bumper-integrated under-run protector, an under-run protector and a bumper disposed above the under-run protector are integrally formed. Each of the plurality of airbag units is accommodated in each of the plurality of inner spaces, and is disposed on the under lamp protector side and the bumper side.

  In the above configuration, since the airbag unit is also arranged on the bumper side above the under-ramp protector, the range in which the impact can be absorbed by the airbag is expanded upward, and input from the bumper-integrated under-ramp protector to the vehicle body frame The impact load can be further effectively reduced.

  In addition, since the airbag unit is accommodated in the inner space of the honeycomb structure, it is not necessary to provide a special location for the airbag unit.

  Moreover, since the bumper-integrated under-run protector has a honeycomb structure, it is possible to achieve both reduction in weight and rigidity of the bumper-integrated under-run protector.

  In addition, a single bumper-integrated under-run protector, in which the under-run protector and the bumper are integrally formed, may be fixed to the body frame side, so that the under-run protector and the bumper are individually fixed to the body frame side. Compared to the case, it is possible to secure a wide mounting space on the vehicle body frame side and increase the mounting strength.

  According to the present invention, even when the impact load input to the under-run protector increases rapidly immediately after the collision, the deformation of the under-run protector can be suppressed and other vehicles can be prevented from entering.

It is a side view of a truck provided with the penetration prevention device concerning a 1st embodiment. FIG. 2 is a perspective view of the track dive prevention device of FIG. 1. It is a disassembled perspective view of the diving prevention apparatus which concerns on 1st Embodiment. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3. FIG. 2 is a block diagram of the track dive prevention device of FIG. 1. It is a flowchart which shows the airbag expansion process which concerns on 1st Embodiment. It is the schematic diagram which looked at the subtraction prevention apparatus of FIG. 3 from upper direction. It is a typical side view of the intrusion prevention apparatus which concerns on 1st Embodiment which shows the state which the airbag expand | deployed. It is a side view of a truck provided with the intrusion prevention device concerning a 2nd embodiment. FIG. 10 is an exploded perspective view of the track dive prevention device of FIG. 9. FIG. 3 is a schematic partial cross-sectional view of a bumper integrated FUP in a state where an airbag unit is accommodated in an inner space. It is a flowchart which shows the airbag deployment process which concerns on 2nd Embodiment. It is a side view of a truck provided with the intrusion prevention device concerning other embodiments.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings. In each figure, FR indicates the front of the vehicle, UP indicates the upper side, and IN indicates the inner side in the vehicle width direction. Further, in the following description, the front-rear direction means the front-rear direction of the vehicle, and the left-right direction means the left-right direction in a state of facing the front of the vehicle.

  As shown in FIGS. 1 and 2, a truck (vehicle) 1 on which the anti-retraction device 10 according to the present embodiment is mounted is a cab-over type vehicle in which a cab 2 is generally disposed above an engine (not shown). The vehicle body frame 3 extending along the front-rear direction of the truck 1, the left and right front tires 4 disposed below both sides of the cab 2 in the vehicle width direction, and the front end of the vehicle body frame 3 disposed in front of the vehicle body frame 3. And a bumper 5 fixed to the portion.

  As shown in FIG. 3, the vehicle body frame 3 includes a plurality of left and right side frames 6 extending front and rear on both sides in the vehicle width direction of the truck 1 and a plurality of left and right side frames 6 extending along the vehicle width direction. A bracket 8 having a cross frame 7 and having a substantially U-shaped cross section is fixed to the front end of the vehicle body frame 3. The upper end of the bracket 8 is fixed to the outer surface 9 in the vehicle width direction of the front end of the left and right side frames 6 by welding or bolts (not shown), and the bracket 8 extends downward from the front end of the side frame 6.

  As shown in FIGS. 2 and 3, the anti-slave device 10 includes a front under-run protector (under-run protector) 11 (hereinafter referred to as FUP), and a plurality of unit cases 12 in which an airbag unit 13 is accommodated. , A plurality of collision detection sensors (collision detection means, collision position specifying means) 14, extending in the vehicle width direction at the front end of the truck 1, and fixed to the vehicle body frame 3.

  The FUP 11 is a rod-like body having a rectangular cross section with both ends in the vehicle width direction closed, and is disposed below the bumper 5 and extends along the vehicle width direction below the front portion of the truck 1. The FUP 11 is fixed to the lower end of the bracket 8 by welding, bolts (not shown) or the like with the rear surface of the FUP 11 facing the front surface of the bracket 8. When the vehicle 1 collides with another vehicle 15 (hereinafter referred to as an opponent vehicle) having a vehicle height lower than that of the truck 1, the front end portion 15 a of the opponent vehicle 15 is below the bumper 5 of the truck 1. It enters and contacts the FUP 11 (see FIG. 1). At the time of this contact, the FUP 11 restricts the movement of the opponent vehicle 15 to the rear of the FUP 11 and prevents the opponent vehicle 15 from entering under the track 1.

  As shown in FIGS. 3 and 4, each of the plurality of unit cases 12 is a bottomed cross-sectional rectangular tubular body that extends rearward from the FUP 11, and one side 3 on the outer side in the vehicle width direction of each of the left and right brackets 8. There are five places (total of six places on both sides) and five places at positions sandwiched between the left and right brackets 8 and are arranged on the rear surface of the FUP 11 at substantially equal intervals along the vehicle width direction. The unit case 12 is fixed to the rear surface of the FUP 11 by welding, bolts (not shown) or the like in a state where the front surface of the bottom plate (front plate) 16 defining the front is in close contact with the rear surfaces of both ends of the FUP 11 in the vehicle width direction. The upper surfaces of the two unit cases 12 that are fixed to both ends of the FUP 11 in the vehicle width direction of the plurality of unit cases 12 function as scaffolds when an occupant gets on and off the cab 2 of the truck 1. Each of the plurality of unit cases 12 includes a rear end opening 17 that opens rearward, a lid 18 that closes the rear end opening 17, and a guide member 19 that is disposed inside the unit case 12. The airbag unit 13 is accommodated inside. In addition, the position which arrange | positions the several unit case 12 can be set arbitrarily.

  The guide member 19 is a cylindrical body extending in the front-rear direction inside the unit case 12, and has a front housing portion 20 that houses the airbag unit 13 and a diameter of the unit case by expanding from the rear end of the housing portion 20. The rear guide portion 21 extends to the rear end of the unit 12 and is integrally fixed to the unit case 12 with the accommodation unit 20 side supported by the support member 22. The guide portion 21 includes a guide member opening 27 at the rear end of the guide portion 21 and a guide hole 26 that tapers forward from the guide member opening 27 to a space inside the housing portion 20. The guide hole 26 extends in the front-rear direction behind the accommodating portion 20 that accommodates the airbag unit 13. The guide member opening 27 at the rear end of the guide portion 21 is formed to be substantially the same size or slightly smaller than the rear end opening 17 of the unit case 12 and is disposed at the rear end of the unit case 12. The airbag 24 described later is prevented from being developed in the vertical direction or the vehicle width direction by the inner surface 31 of the guide hole 26. That is, the deployment direction of the airbag 24 is regulated rearward by the guide hole 26.

  The airbag unit 13 includes an inflator 23 that generates gas and an airbag 24 that is deployed by the gas generated by the inflator 23. The airbag unit 13 is disposed inside the accommodating portion 20 of the guide member 19 of the unit case 12 and fixed to the guide member 19 with the deployment direction of the airbag 24 set to the rear. Each of the plurality of airbag units 13 is accommodated in the unit case 12 and arranged on the rear surface of the FUP 11 at substantially equal intervals along the vehicle width direction. That is, the plurality of airbag units 13 are fixed to the FUP 11 through the guide member 19 and the unit case 12 in a state where they are arranged at a plurality of positions having different vehicle width directions. The airbag 24 is guided toward the guide hole 26 of the guide portion 21 and expands toward the rear guide member opening 27. The plurality of airbag units 13 may be fixed to the FUP 11 in a state where the airbag units 13 are arranged at a plurality of positions whose vertical directions are different.

  The lid 18 is a thin resin plate that is broken by the deployment force of the airbag 24, and is fixed to the rear end of the unit case 12 to close the rear end opening 17. The lid 18 regulates the rearward deployment of the airbag 24 until it breaks, and allows the airbag 24 to be deployed rearward by breaking. That is, depending on the specifications (position, breaking strength, etc.) of the lid 18, the deployment mode of the airbag 24 and the generation mode of the deployment force of the airbag 24 (from the peak value of the deployment force and from the start of deployment until the deployment force peaks). Time). The material of the lid 18 is not limited to a thin resin, and may be any material that can be broken by receiving the deployment force of the airbag 24. The shape of the lid 18 is not limited to a plate shape, and may be a plurality of rod shapes, for example.

  The time from the detection of a collision by a collision detection sensor 14 (to be described later) to the peak load time at which the impact load input to the FUP 11 is maximum differs depending on the collision partner, the collision mode, and the like. In the present embodiment, the time until the load peak when the truck 1 and the passenger car collide with each other under a predetermined standard condition is obtained in advance by experiment, simulation, calculation, or the like, and the deployment force of the airbag 24 at the load peak. The specifications of the lid 18 are set so that the recoil peaks match.

  The plurality of collision detection sensors 14 are touch sensors using a tape switch or the like, and are arranged in front of each of the plurality of unit cases 12 to partition the front end of the FUP 11 as shown in FIGS. 3 and 4. It is fixed to the rear surface of the FUP front plate part 25, respectively. That is, the plurality of collision detection sensors 14 are arranged at substantially equal intervals along the vehicle width direction of the FUP 11 like the plurality of unit cases 12. When the truck 1 and the opponent vehicle 15 collide and a load of a predetermined magnitude or more is applied to the FUP 11, the collision detection sensor 14 that detects the collision between the truck 1 and the opponent vehicle 15 among the plurality of collision detection sensors 14 is Then, a collision detection signal is transmitted to the airbag controller 28 (see FIG. 5).

  As shown in FIG. 5, the airbag controller 28 includes a storage unit (storage unit) 29 and a CPU (Central Processing Unit) 30. The storage unit 29 includes a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and stores various programs and various data for the CPU 30 to execute various processes. The various programs include an airbag deployment program for the CPU 30 to execute an airbag deployment process. The various data includes a corresponding area table, which will be described later, indicating the correspondence between the collision position and the FUP 11 area. The various data stored in the storage unit 29 are set based on measured values and theoretical values obtained by experiments and simulations. These data may be stored in a state included in each program.

  The CPU 30 functions as a control unit by executing an airbag deployment process described later. Further, the CPU 30 specifies the collision position (including the collision range) of the opponent vehicle 15 with respect to the FUP 11 based on the number, the arrangement position, and the like of the collision detection sensors 14 that transmitted the collision detection signal among the plurality of collision detection sensors 14. That is, the CPU 30 and the plurality of collision detection sensors 14 function as collision position specifying means. Note that the CPU 30 may specify the collision position by estimating the collision position of the opponent vehicle 15 with respect to the FUP 11 based on the number and arrangement positions of the plurality of collision detection sensors 14.

  The corresponding area table includes a collision position that can be specified by a plurality of collision detection sensors 14, and a FUP 11 that deploys the airbag 24 and reacts the deployment force of the airbag 24 when the opponent vehicle 15 collides with the collision position. It is a map which shows the correspondence with the area | region. The storage unit 29 stores two corresponding area tables that differ depending on whether or not the truck 1 and the opponent vehicle 15 collide in an oblique direction (oblique collision). In the corresponding area table in the case of an oblique collision, the area (corresponding area) of the FUP 11 corresponding to the collision position is set wider than the collision position. In the present embodiment, the airbag 24 on both sides in the vehicle width direction is set so as to be deployed two more on each side than the collision position. On the other hand, in the corresponding area table when the collision is not an oblique collision, the area (corresponding area) of the FUP 11 corresponding to the collision position is set to a position that is substantially the same as the collision position (substantially the same size as the collision range). That is, by associating the collision position of the opponent vehicle 15 with the FUP 11 and the area of the FUP 11, the collision position and the airbag unit 13 to be deployed arranged in the corresponding area of the FUP 11 are associated with each other. In the present embodiment, there are two corresponding area tables, but in addition to the two corresponding area tables, there are different corresponding area tables depending on various collision states (such as a collision angle and a vehicle speed at the time of the collision). May be.

  The order in which the CPU 30 deploys the airbag 24 is set in advance. In the case of an oblique collision, the CPU 30 first deploys the airbag 24 by generating gas in the inflator 13 of the airbag unit 13 disposed behind the collision position among the airbag units 13 disposed in the corresponding region. Thereafter, gas is sequentially generated from the airbag unit 13 that has started to deploy the airbag 24 to the inflator 13 of the airbag unit 13 on the outer side in the vehicle width direction to deploy the airbag 24. On the other hand, if it is not an oblique collision, the CPU 30 generates gas in the inflators 13 of all the airbag units 13 arranged in the corresponding area and deploys the airbag 24.

  When the truck 1 and the opponent vehicle 15 collide, the front end portion 15a of the opponent vehicle 15 enters below the bumper 5 of the truck 1 and comes into contact with the FUP 11 (see FIG. 1). When a load greater than the predetermined magnitude is applied to the FUP 11, the collision detection sensor 14 detects a collision, transmits a collision detection signal to the airbag controller 28, and the airbag controller 28 (CPU 30) that has received the collision detection signal An airbag deployment process, which will be described later, is executed, and gas is generated in predetermined inflators 23 of the plurality of airbag units 13. When the inflator 23 suddenly generates gas, the airbag 24 is deployed toward the inside of the guide hole 26. The airbag 24 in the initial stage of deployment is guided by the guide hole 26 of the guide member 19 and abuts on the lid 18 that closes the rear end opening 17 of the unit case 12, and the rearward deployment of the airbag 18 is restricted. When the rearward deployment of the airbag 24 is restricted by the lid body 18 and the deployment force (internal pressure) of the airbag 24 increases and exceeds the breaking strength of the lid body 18, the lid body 18 breaks and the lid body 18 In addition, the airbag 24 is allowed to deploy rearward. The airbag 24 whose rearward deployment is permitted due to the breakage of the lid 18 swells instantaneously from the guide member opening 27 (rear end opening 17) due to a rapid decrease in internal pressure. When the airbag 24 of the airbag unit 13 disposed in front of the front tire 4 is deployed, the airbag 24 is guided toward the front portion of the front tire 4 by being guided by the guide hole 26 of the guide member 19. To do. The airbag 24 being deployed in contact with the front portion of the front tire 4 is further deployed while being in contact with the front portion of the front tire 4 (see FIG. 8). The airbag 24 after deployment is sandwiched between the FUP 11 and the front tire 4 and fills the gap between the FUP 11 and the front tire 4. The airbag 24 may abut against the front tire 4 after deployment.

  Next, the airbag deployment process executed by the CPU 30 will be described based on the flowchart of FIG. 6 and the schematic diagram of the anti-slipping device 10 of FIG. The airbag deployment process is started when the airbag controller 28 receives a collision detection signal from the collision detection sensor 14.

  When the airbag deployment process is started, the collision position where the opponent vehicle 15 collided with the track 1 is detected from the position of the collision detection sensor 14 that has transmitted the collision detection signal. Further, it is determined from the number of collision detection sensors 14 that have transmitted the collision detection signal whether or not the truck 1 and the opponent vehicle 15 collide diagonally (step S1). In the present embodiment, when the number of collision detection sensors 14 that transmitted a collision detection signal is two or less, it is determined that an oblique collision has occurred. For example, when collision detection signals are received from the collision detection sensors 14d and 14e in FIG. 7, it is determined that an oblique collision has occurred. When it is determined that the truck 1 and the opponent vehicle 15 collide diagonally (step S1: YES), the process proceeds to step S2. Hereinafter, a case will be described in which collision detection signals are received from the collision detection sensors 14d and 14e and it is determined that an oblique collision has occurred.

  In step S2, based on the corresponding area table in the case of an oblique collision, the corresponding area of the FUP 11 is determined so that two more airbags 24 on both sides of the vehicle width direction than the collision position are deployed. Bag units 13b-13g are determined. Of the airbag units 13b to 13g arranged in the corresponding region of the FUP 11, gas is generated in the inflator 23 of the airbag unit 13 (collision position airbag units 13d and 13e) arranged behind the collision position to generate the airbag 24. Expand. Then, the number counter (n) indicating the number of times the airbag 24 is deployed with a delay is set to a predetermined value (in this embodiment, n = 2), and the process proceeds to step S3.

  In step S3, the left and right airbag units 13c and 13f of the collision position airbag units 13d and 13e that have already started deployment after the elapse of a predetermined period after the airbag 24 that has just started deployment starts deployment. A gas is generated in the inflator 23 to deploy the airbag 24, and a value obtained by subtracting 1 from the value of the number counter is substituted into the number counter (n = 1). Next, the process proceeds to step S4. When there is no deployable airbag unit 13 on either the left or right side of the airbag unit 13 deployed in step S2, only the other deployable airbag unit 13 is deployed. Further, during the predetermined period, the time until the load peak when the truck 1 and the passenger car collide under predetermined standard conditions is obtained in advance by experiments, simulations, calculations, etc., and the airbag 24 is at the load peak. Set it so that the peak of the recoil force matches.

  In step S4, it is determined whether or not the value of the number counter is 0 or less. That is, when the airbag 24 is deployed in a predetermined deployment order by repeatedly executing the process of step S3 until the value of the number counter becomes 0 (step S4: YES), This process ends. For example, if the airbag 24 of the airbag units 13c and 13f is deployed in step S3 and 1 is assigned to the number counter (step S4: NO), the process returns to step S3. In step S3, gas is generated in the left and right airbag units 13b and 13g of the inflator 23 of the airbag units 13c to 13f that have already started deployment to deploy the airbag 24, and 1 is subtracted from the value of the number counter. A value is substituted into the number counter (n = 0). Since the value of the number counter has become 0 (step S4: YES), this process ends.

  On the other hand, for example, when it is determined that the truck 1 and the opponent vehicle 15 do not collide diagonally by receiving collision detection signals from the collision detection sensors 14a to 14d in FIG. Based on the corresponding area table in the case where there is not, the corresponding area of the FUP 11 is determined at substantially the same position as the collision position (substantially the same size as the collision range), and the airbag units 13a to 13d to be deployed are determined. That is, gas is generated in each inflator 23 of the airbag units 13a to 13d arranged at substantially the same position as the collision position (approximately the same size as the collision range) to deploy the airbag 24 (step S5). The process ends.

  In the intrusion prevention device 10 configured as described above, the FUP 11 is disposed below the front part of the vehicle body frame 3, and the deployment direction of the airbag 24 fixed to the FUP 11 is set to the rear of the FUP 11. The reaction of the deploying force of the airbag 24 received by the FUP 11 acts forward against the rear impact load input from the counterpart vehicle 15 to the FUP 11. Thus, the reaction of the deploying force of the airbag 24 acts on the FUP 11 as a counter force of the impact load, so that the deformation of the FUP 11 can be suppressed. In addition, since the magnitude of the impact load received by the bracket 8 of the FUP 11 decreases according to the magnitude of the counteracting force acting by the deployment of the airbag 24, the mounting strength of the FUP 11 can be reduced. Thereby, weight reduction of the bracket 8, such as reducing the thickness of the bracket 8, can be achieved.

  Further, in response to the detection of the collision by the collision detection sensor 14, the airbag 24 of the airbag unit 13 to be deployed that is disposed behind the collision position (including the periphery of the collision position) is deployed. For this reason, the reaction of the deploying force of the airbag 24 can be reliably applied to the collision position of the FUP 11, and the deformation of the FUP 11 can be effectively suppressed.

  Further, in response to the detection of the collision by the collision detection sensor 14, the airbag 24 of the airbag unit 13 to be deployed that is disposed in the corresponding region that is associated with the collision position in advance is deployed. That is, since the airbag 24 of the airbag unit 13 arranged at a position outside the corresponding region is not deployed, for example, after the truck 1 and the opponent vehicle 15 collide for the first time, they are different from the first collision position. Even when the opponent vehicle 15 collides secondarily at the position, the airbag 24 at the collision position at the time of the second collision can be deployed, and deformation of the FUP 11 can be effectively suppressed. it can.

  Further, since the airbag 24 is deployed at a timing (deployment order) that causes the FUP 11 to act against the impact load at the load peak of the impact load input to the FUP 11, the deployment force of the airbag 24 is used to counteract the impact load. Can be used efficiently. For example, when the truck 1 and the opponent vehicle 15 collide diagonally, the collision location on the opponent vehicle 15 side is crushed, and the portion around the collision location on the opponent vehicle 15 side is close to the collision position on the track 1 side. Even in the case of collision with a delay, the airbag 24 can be deployed in accordance with the timing of the collision, and deformation of the FUP 11 can be effectively suppressed.

  Further, since the airbag 24 is guided rearward by the guide hole 26 of the guide member 19 without being deployed in the vertical direction or the vehicle width direction, the rearward direction of the airbag 24 is less than that in the case where the deployment direction is not restricted. The deployment force of the airbag 24 can be increased. As a result, the reaction of the deploying force of the airbag 24 acting on the FUP 11 becomes large, so that deformation of the FUP 11 can be suitably suppressed.

  As described above, according to the present embodiment, since the opposing force against the impact load is applied to the FUP 11 using the deploying force of the airbag 24, the time until the load peak of the collision load input to the FUP 11 is short. Even in this case, by deploying the airbag 24, the deformation of the FUP 11 can be suppressed, and the opponent vehicle 15 can be prevented from entering.

  Further, since the deployed airbag 24 is sandwiched between the FUP 11 and the front tire 4 to fill the gap between the FUP 11 and the front tire 4, the impact of the deployed airbag 24 on the FUP 11 is reduced. Thereby, the impact load input from the FUP 11 to the vehicle body frame 3 can be reduced.

  Further, since the deployment direction of the airbag 24 is set to the rear, even if the airbag 24 is deployed due to a malfunction, the airbag 24 does not interfere with an object in front of the truck 1 or the like. The influence on the surroundings of the track 1 (for example, the influence of giving an impact to a pedestrian around the track 1) can be minimized.

  Further, since the airbag 24 of the airbag unit 13 to be deployed that is arranged in the corresponding area previously associated with the collision position is deployed, the airbag unit 13 that is disposed outside the corresponding area and has not been deployed is collected. Can be reused.

  The collision detection sensor 14 is not limited to the one that directly detects the collision of the track 1 but may be a sensor that detects a state immediately before the collision in which the collision cannot be avoided. Further, the collision detection sensor 14 is not limited to the touch sensor, and may be any sensor that detects a collision of the track 1 (or a state in which the collision cannot be avoided). For example, an acceleration sensor, a camera, or a radar sensor is used. Also good.

  Further, in the present embodiment, the plurality of collision detection sensors 14 function as the collision position specifying means by being arranged at substantially equal intervals along the vehicle width direction of the FUP 11 like the plurality of unit cases 12. A collision position may be specified by providing a camera or a radar sensor. Further, it may be determined whether or not an oblique collision has occurred based on detection data from a camera or a radar sensor.

  In the present embodiment, the correspondence between the collision position of the opponent vehicle 15 with respect to the FUP 11 and the area of the FUP 11 is stored in the storage unit 29, but the present invention is not limited to this, and the collision with the inflator 23 and the airbag 24 occurs. By storing the correspondence relationship with the position in the storage unit 29, the correspondence relationship between the collision position and the predetermined airbag unit may be stored in the storage unit 29. Alternatively, the correspondence between the collision position and the airbag unit 13 may be stored in the storage unit 29.

  In addition, the size of the corresponding area at the time of an oblique collision and the value of the number counter that is initially set (in this embodiment, n = 2) can be set to arbitrary numerical values. Moreover, you may change with the vehicle speed at the time of a collision, etc.

  Further, the cylindrical guide member 19 does not have to be provided inside the unit case 12, and an area behind the airbag unit 13 functions as a guide hole in the space inside the unit case 12 having a rectangular cross section. May be.

  Next, 2nd Embodiment of this invention is described based on drawing. The intrusion prevention device 40 according to the present embodiment is provided with a bumper integrated FUP including the FUP of the first embodiment as a part, and the same reference numerals are given to the same configurations as those of the first embodiment. A description thereof will be omitted.

  As shown in FIGS. 9 and 10, the intrusion prevention device 40 according to this embodiment includes a bumper integrated FUP (bumper integrated underrun protector) 41 and an exterior panel 42, and a vehicle body frame via a bracket 43. 3 is fixed.

  The bumper-integrated FUP 41 includes a rectangular frame 44 made of a steel plate such as steel, a plurality of inner spaces 45 extending in the front-rear direction inside the frame 44, and a partition wall 46 that partitions the plurality of inner spaces 45, It has left and right step portions 47 and left and right headlamp holding portions 48 and is fixed to the vehicle body frame 3 via a bracket 43 and extends in the vehicle width direction. The frame body 44 includes an upper plate portion 49 that extends substantially horizontally in the vehicle width direction, a lower plate portion 50 that faces the upper plate portion 49 below the upper plate portion 49 and extends substantially horizontally in the vehicle width direction, and an upper plate The left and right side plate portions 51 that connect the vehicle width direction ends of the portion 49 and the lower plate portion 50 are integrally formed by welding or the like. A notch 52 that is recessed in a substantially U-shape toward the front is formed at the center in the vehicle width direction of the rear edge of each of the upper plate portion 49 and the lower plate portion 50. The plurality of partition walls 46 are plate bodies formed of CFRP (carbon fiber reinforced plastic), and a plurality of horizontal plates 53 (three in the present embodiment) extending substantially horizontally in the vehicle width direction, It has a plurality of CFRP vertical plates 54 (nine in this embodiment) that extend perpendicularly in the vertical direction, and extend in the front-rear direction in a crossed state so as to have a rectangular cross section (in this embodiment) 40). That is, the bumper integrated FUP 41 is a honeycomb structure in which the partition walls 46 define a plurality of inner spaces 45 extending in the front-rear direction. The bumper-integrated FUP 41 includes a FUP 55 that extends in the vehicle width direction below the front portion of the body frame 3 and prevents the opponent vehicle 15 from entering under the truck 1 when a collision with the opponent vehicle 15 occurs. A bumper 56 disposed in front of the frame 3 is integrally formed. The material of the plurality of partition walls 46 is not limited to CFRP, and may be, for example, GFRP (glass fiber reinforced plastic), GMT (glass long fiber reinforced plastic), or polypropylene as long as it is lightweight and has a predetermined strength. May be. Further, the material of the frame body 44 is not limited to a steel plate such as steel, and may be CFRP or the like, similar to the partition wall 46.

  The bracket 43 is a pair of plates that stand opposite to each other on both sides in the vehicle width direction, and the outer side surfaces in the vehicle width direction are substantially U-shaped cutout portions 52 of the upper plate portion 49 and the lower plate portion 50. The upper plate portion 49 and the lower plate portion 50 are connected to each other by a bolt (not shown) or the like. On the rear side of the upper end portion of the bracket 43, a fixing portion 57 extending rearward from the rear end of the bumper integrated FUP 41 is formed. In a state where the rear surface 58 of the bumper-integrated FUP 41 inside the notch 52 is in contact with the front end surface 59 of the vehicle body frame 3 (cross frame 7), the fixing portion 57 of the bracket 43 and the vehicle body frame 3 (side frame 6). Are fixed to the outer surface 9 in the vehicle width direction by bolts (not shown) or the like.

  The left and right step portions 47 (the right side is not shown) are rectangular step openings 60 below the left and right side plate portions 51, and four steps extending linearly from the sides of the step openings 60 inward in the vehicle width direction. Each has an inner peripheral surface 61 and inner end surfaces (not shown) that define inner ends in the vehicle width direction of the four step inner peripheral surfaces 61. The left and right step portions 47 function as scaffolds for passengers when getting on and off the cab 2 of the truck 1. In addition, a step part is not limited to this, What is necessary is just to function as a passenger | crew's scaffold at the time of getting on / off to the cab 2 of the track 1. FIG. For example, it may protrude outward in the vehicle width direction, or may be arranged vertically. Further, the bumper-integrated FUP 41 has only a space that allows the passenger's feet to be inserted, and the step portion 47 may be provided on the exterior panel 42 described later.

  The left and right headlamp holding portions 48 include a lamp storage opening 62 that opens forward and outward in the vehicle width direction on both sides in the vehicle width direction of the bumper-integrated FUP 41, and a lamp storage hole that linearly extends rearward from the lamp storage opening 62. 63. The lamp housing hole 63 is formed in a size capable of inserting the headlamp 64 (see FIG. 9). A headlamp 64 is housed in the lamp housing hole 63 and fixed to the upper surface, the lower surface, and the side surface of the partition wall 46, and the headlamp holder 48 holds the headlamp 64. In addition, the headlamp holding part 48 is not limited to this, What is necessary is just to be able to hold | maintain the headlamp 64. FIG. In the present embodiment, the headlamp 64 is fixed to the partition wall 46 of the bumper-integrated FUP 41. However, the headlamp 64 may be fixed to the exterior panel 42 described later.

  The exterior panel 42 is an exterior member that covers the bumper-integrated FUP 41 from the front and both sides in the vehicle width direction to improve the appearance of the truck 1, and has a plate-shaped front panel portion 65 that covers the bumper-integrated FUP 41 from the front, The front panel portion 65 has a plate-like left and right side panel portions 66 that continuously extend from both ends in the vehicle width direction and covers the bumper integrated FUP 41 from both sides in the vehicle width direction, and is formed of CFRP. In the front panel portion 65, left and right headlamp openings 67 and ventilation openings 68 between the left and right headlamp openings 67 penetrate in the front-rear direction on both sides in the vehicle width direction. A radiator grill (not shown) is fixed to the ventilation opening 68. A cover-side step opening 69 (not shown on the right side) penetrates the lower part of the left and right side panel portions 66 in the vehicle width direction. The exterior panel 42 is fixed to the bumper integrated FUP 41 with bolts (not shown) or the like in a state of covering the bumper integrated FUP 41 from the front and side. When the exterior panel 42 is fixed to the bumper-integrated FUP 41, the head lamp opening 67 of the exterior panel 42 is disposed at substantially the same position as the lamp housing opening 62 of the bumper-integrated FUP 41, and the cover-side step opening 69 of the exterior panel 42 is formed. The bumper integrated FUP 41 is disposed at substantially the same position as the step opening 60. The material of the exterior panel 42 is not limited to CFRP, and may be, for example, GFRP (glass fiber reinforced plastic), GMT (glass long fiber reinforced plastic), polypropylene, or the like as long as it is lightweight and has a predetermined strength. Also good. Further, the exterior panel 42 may be integrally formed as a part of the bumper integrated FUP 41 without being provided separately from the bumper integrated FUP 41.

  As shown in FIGS. 10 and 11, the airbag unit 13 is a predetermined part (in this embodiment, a part located behind the ventilation opening 68 of the exterior panel 42) in the plurality of inner spaces 45 of the bumper integrated FUP 41. , One at each location except for the location located behind the headlamp holding portion 48 and the location interfering with the step portion 47. That is, the airbag unit 13 is provided on the FUP 55 side and the bumper 56 side, and is disposed at a plurality of positions where at least one of the vertical direction or the vehicle width direction is different. The airbag unit 13 is disposed on the front side inside the inner space 45, and is fixed to a partition wall 46 (or a frame body 44) that defines a lower portion of the inner space 45. The rear area 71 behind the airbag unit 13 in the inner space 45 regulates the deployment direction of the airbag 24 rearward. The front of the inner space 45 is closed by a front plate portion 70 fixed to the bumper integrated FUP 41. The collision detection sensors 14 are fixed to the rear surfaces of all the front plate portions 70 of the inner space 45 in which the airbag unit 13 is housed. The inner space 45 has a rear end opening 72 on the rear side, and the rear end opening 72 is closed by a thin resin plate-like lid 73 fixed to the bumper integrated FUP 41. The lid 73 is broken when receiving the deployment force of the airbag 24. In the present embodiment, the airbag unit 13 is housed in all of the plurality of inner spaces 45 except for a predetermined portion. However, the present invention is not limited to this, and the airbag unit 13 is disposed on the FUP 55 side and the bumper 56 side. It only has to be. Alternatively, the airbag unit 13 may be fixed to a case or the like that can be accommodated in the inner space 45, and the case with the airbag unit 13 fixed may be fixed to the bumper integrated FUP 41. Moreover, you may provide the guide member 19 similarly to the said 1st Embodiment.

  Among the corresponding area tables, in the corresponding area table in the case of an oblique collision, the airbag 24 arranged around the collision position is more than the case where only the airbag 24 of the airbag unit 13 arranged behind the collision position is deployed. Is expanded more than the outer two rows, the corresponding region of the bumper integrated FUP 41 is set wider than the collision position. On the other hand, in the corresponding area table in the case where the collision is not oblique, the corresponding area of the bumper-integrated FUP 41 is set to the entire range in the vertical direction extending up and down of the bumper-integrated FUP 41, and the range in the vehicle width direction is the collision position. Are set at approximately the same position (approximately the same size as the collision range).

  The order in which the CPU 30 deploys the airbag 24 is set in advance. In the case of an oblique collision, the CPU 30 first deploys the airbag 24 by generating gas in the inflator 13 of the airbag unit 13 disposed behind the collision position among the airbag units 13 disposed in the corresponding region. Thereafter, gas is sequentially generated in the inflator 13 of the airbag unit 13 so as to spread from the airbag unit 13 where the deployment of the airbag 24 is started to the periphery (vertical direction and horizontal direction), thereby deploying the airbag 24. On the other hand, when the collision is not an oblique collision, the CPU 30 deploys the airbag 24 by generating gas in the inflator 13 of the airbag unit 13 disposed behind the collision position among the airbag units 13 disposed in the corresponding region. Thereafter, among the airbag units 13 arranged in the corresponding region, gas is generated in the inflator 13 of the undeployed airbag unit 13 to deploy the undeployed airbag 24.

  When the truck 1 and the opponent vehicle 15 collide head-on, the front end portion 15a of the opponent vehicle 15 comes into contact with the exterior panel 42 of the bumper integrated FUP 41 of the truck 1 (see FIG. 9). When a load larger than the predetermined size is applied to the front end of the bumper-integrated FUP 41, the collision detection sensor 14 detects a collision, transmits a collision detection signal to the airbag controller, and receives the collision detection signal. The CPU 30) executes an airbag deployment process and generates gas in a predetermined inflator 23 of the plurality of airbag units 13. When the inflator 23 suddenly generates gas, the airbag 24 is deployed toward the rear rear end opening 72. The airbag 24 in the initial stage of deployment is guided by the rear region 71 of the inner space 45 and comes into contact with the lid body 73 that closes the rear end opening 72, and the rearward deployment of the airbag 24 is restricted. When the rearward deployment of the airbag 24 is restricted by the lid body 73 and the deployment force (internal pressure) of the airbag 24 increases and exceeds the breaking strength of the lid body 73, the lid body 73 breaks and the lid body 73 In addition, the airbag 24 is allowed to deploy rearward. The airbag 24, whose rearward deployment is permitted due to the breakage of the lid 73, bulges from the rear end opening 72 instantaneously due to a rapid decrease in internal pressure. When the airbag 24 of the airbag unit 13 disposed in front of the front tire 4 is deployed, the airbag 24 is guided toward the rear region 71 of the inner space 45 and deployed toward the rear front tire 4. To do. The airbag 24 being deployed in contact with the front portion of the front tire 4 is further deployed while being in contact with the front portion of the front tire 4. The airbag 24 after deployment is sandwiched between the bumper-integrated FUP 41 and the front tire 4 and fills the gap between the bumper-integrated FUP 41 and the front tire 4. The airbag 24 may abut against the front tire 4 after deployment.

  Next, the airbag deployment process executed by the CPU 30 will be described based on the flowchart of FIG. Note that the airbag deployment process according to the present embodiment includes the process of sequentially deploying the airbag 24 in the case of an oblique collision (step S3) and the process of sequentially deploying the airbag 24 in the case of no oblique collision. Except for differences, this embodiment is common to the first embodiment shown in FIG.

  When the airbag deployment process is started, it is determined whether or not the truck 1 and the opponent vehicle 15 collide diagonally as in the first embodiment (step S1). When it is determined that the truck 1 and the opponent vehicle 15 collide diagonally (step S1: YES), the process proceeds to step S2. In step S2, the corresponding area of the bumper-integrated FUP 41 is determined based on the corresponding area table in the case of an oblique collision. In other words, the bumper-integrated type is so arranged that the airbags 24 arranged around the collision position are deployed more by the outer two rows than when only the airbag 24 of the airbag unit 13 arranged behind the collision position is deployed. The corresponding area of the FUP 41 is set wider than the collision position. A gas is generated in the inflator 23 of the airbag unit 13 disposed behind the collision position in the airbag unit 13 disposed in the corresponding region of the bumper integrated FUP 41 to deploy the airbag 24. Then, the number counter (n) indicating the number of times the airbag 24 is deployed with a delay is set to a predetermined value (in this embodiment, n = 2), and the process proceeds to step S3.

  In step S3, after a predetermined period of time has passed since the airbag 24 that has just started deployment, around the area where the deployment of the airbag 24 has already started in the corresponding area of the bumper-integrated FUP 41. Gas is generated in the inflator 23 of the airbag unit 13 to be deployed to deploy the airbag 24, and a value obtained by subtracting 1 from the value of the number counter is substituted into the number counter (n = 1). For example, when the gas is generated in the inflator 23 of the airbag unit 13 disposed around the airbag unit 13 housed in the inner space 45 at the lower end of the bumper integrated FUP 41, the air of the airbag unit 13 can be used. If there is a location where the bag 24 cannot be deployed, only the deployable airbag 24 is deployed.

  CPU30 which performed the process of step S3 performs the process of step S4 similarly to 1st Embodiment.

  On the other hand, when it is determined that the truck 1 and the opponent vehicle 15 do not collide diagonally (step S1: NO), the process proceeds to step S5. In step S5, the corresponding area of the bumper-integrated FUP 41 is determined based on the corresponding area table in the case of no diagonal collision. In other words, the corresponding region of the bumper integrated FUP 41 is set to the entire range in the vertical direction over the bumper integrated FUP 41, and the range in the vehicle width direction is substantially the same position as the collision position (approximately the same size as the collision range). A). Next, gas is generated in the inflator 23 of the airbag unit 13 disposed behind the collision position to deploy the airbag 24. For example, when the opponent vehicle 15 is a passenger car whose vehicle height is lower than that of the truck 1 and the front end portion 15a of the opponent vehicle 15 collides with the lower part of the bumper integrated FUP 41 of the truck 1 as in the present embodiment. Since the collision position of the opponent vehicle 15 with respect to the bumper integrated FUP 41 is the lower part of the bumper integrated FUP 41, the airbag 24 in the upper part of the corresponding region of the bumper integrated FUP 41 is not deployed. A gas is generated in the inflator 23 of the airbag unit 13 disposed in the lower portion to deploy the airbag 24. On the other hand, when the opponent vehicle is a truck or the like and collides over the bumper-integrated FUP 41, gas is generated in the inflators 23 of all the airbag units 13 arranged in the corresponding region of the bumper-integrated FUP 41. The airbag 24 is deployed. Next, the CPU 30 proceeds to step S6.

  In step S6, it is determined whether or not all the airbags 24 arranged in the corresponding region of the bumper integrated FUP 41 have started to be deployed. If it is determined that all the airbags 24 arranged in the corresponding region of the bumper-integrated FUP 41 have started to be deployed (step S6: YES), this process ends. On the other hand, if it is determined that there is an undeployed airbag 24 in the airbag unit 13 disposed in the corresponding region of the bumper integrated FUP 41 (step S6: NO), the airbag disposed behind the collision position. After elapse of a predetermined period from the start of the deployment of 24, gas is generated in the inflator 23 of the undeployed airbag unit 13 to deploy the undeployed airbag 24, and this process is terminated. During the predetermined period, the time until the load peak when the truck 1 and the passenger car collide under predetermined standard conditions is obtained in advance by experiment, simulation, calculation, or the like. Set it so that the peak of the recoil force matches.

  In the intrusion prevention device 40 configured as described above, the airbag unit 13 is also disposed on the bumper 56 side above the FUP 55, so that the airbag 24 is compared with the case where the airbag unit 13 is disposed only on the FUP 55 side. As a result, the range in which the impact can be absorbed is expanded upward, and the impact load input from the bumper-integrated FUP 41 to the vehicle body frame 3 can be further effectively reduced.

  When it is determined that the vehicle does not collide diagonally, after the airbag unit 13 disposed behind the collision position is deployed, the undeployed airbag 24 of the airbag units 13 disposed in the corresponding region is Even if the collision part on the opponent vehicle 15 side is crushed and the upper (lower) part of the collision part on the opponent vehicle 15 side collides with a delay in the vicinity of the collision position on the truck 1 side. The airbag 24 can be deployed in accordance with the timing of the collision, and the impact load input from the bumper-integrated FUP 41 to the vehicle body frame 3 can be further effectively reduced.

  As described above, according to the present embodiment, the opposing force against the impact load is applied to the bumper-integrated FUP 41 using the deploying force of the airbag 24, so that the load peak of the collision load input to the bumper-integrated FUP 41 is applied. Even if the time until the time is short, the deformation of the bumper-integrated FUP 41 can be suppressed by deploying the airbag 24 to prevent the opponent vehicle 15 from entering.

  Further, since the airbag unit 13 is accommodated in the inner space 45 of the honeycomb structure, it is not necessary to provide a special location for the airbag unit 13.

  Further, since the rear region 71 of the inner space 45 functions as a guide hole, there is no need to provide a special member for forming the guide hole, and the airbag unit 13 accommodated in the inner space 45 is disposed on the front side inside the inner space 45. A guide hole can be provided simply by disposing the guide hole.

  Further, since the bumper-integrated FUP 41 has a honeycomb structure, it is possible to achieve both weight reduction and securing of rigidity of the bumper-integrated FUP 41.

  In addition, since the bumper integrated FUP 41 is accommodated in all locations except for predetermined locations (locations that interfere with the ventilation openings 68, the headlamp holding portion 48, and the step portion 47) of the plurality of inner spaces 45 of the bumper integrated FUP 41, The deploying force of the plurality of airbags 24 can be used, the forward force acting on the bumper integrated FUP 41 is increased, and deformation of the bumper integrated FUP 41 can be suitably suppressed. Further, when the deployment of all the airbags 24 to the rear is restricted by the lid 73, the overall internal pressure of the bumper integrated FUP 41 is temporarily increased, and the rigidity of the bumper integrated FUP 41 is temporarily increased. Thereby, a deformation | transformation of bumper integrated type FUP41 can be suppressed.

  Further, since the single bumper integrated FUP 41 in which the FUP 55, the bumper 56, the left and right step portions 47, and the left and right headlamp holding portions 48 are integrally formed may be fixed to the body frame 3, the FUP 55, the bumper 56, compared with the case where the left and right step portions 47 and the left and right headlamp holding portions 48 are individually fixed to the vehicle body frame 3 side, the number of brackets and the like that are fixed in a limited space at the front end of the vehicle body frame 3 is reduced. It is possible to secure a wide mounting space on the vehicle body frame 3 side and increase the mounting strength.

  Further, since the bumper integrated FUP 41 is fixed to the vehicle body frame 3 in a state where the rear surface 58 of the bumper integrated FUP 41 and the front end surface 59 of the vehicle body frame 3 (cross frame 7) are in contact with each other, the truck 1 is connected to the opponent vehicle 15. , The load input to the bumper integrated FUP 41 is distributed to the bracket 43 side and the rear surface 58 side of the bumper integrated FUP 41 and input to the vehicle body frame 3. Thereby, since the load input to the bracket 43 is reduced, the strength of the bracket 43 can be reduced, and the weight of the bracket 43 can be reduced, such as making the bracket 43 thinner.

  The inner space 45 of the bumper-integrated FUP 41 is not limited to a rectangular cross section, and may be a polygonal cross section such as a regular hexagonal cross section or a circular cross section.

  Alternatively, the airbag unit 13 may be fixed to a case or the like that can be accommodated in the inner space 45, and the case with the airbag unit 13 fixed may be fixed to the bumper integrated FUP 41.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to the content of the said embodiment, Of course, it can change suitably in the range which does not deviate from this invention. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  For example, the selection of the airbag 24 to be deployed at the time of collision, the timing of deploying the airbag 24, the deployment order, etc. are not limited to the above, but various collision states (collision angle, collision speed, lap rate, opponent The airbag 24 may be deployed by a deployment method (position, timing, deployment order, etc.) according to the vehicle height. Specifically, when the opponent vehicle 15 collides from the right front side of the truck 1, the airbag unit 13 arranged in the corresponding region of the FUP 11 (bumper integrated FUP 41) is first arranged behind the collision position. The airbag 24 of the airbag unit 13 is deployed, then the airbag 24 of the airbag unit 13 disposed on the right side of the collision position is deployed, and then the airbag unit disposed on the left side of the collision position. Thirteen airbags 24 may be deployed. In this case, first, since the airbag 24 of the airbag unit 13 disposed behind the collision position is deployed, the impact at the time of the collision can be mitigated and the deformation of the FUP 11 (bumper integrated FUP 41) can be prevented. . Next, since the airbag 24 of the airbag unit 13 disposed on the right side of the collision position is deployed, the right side (the side surface side of the opponent vehicle 15) is deformed instantaneously from the collision position of the FUP 11 (bumper integrated FUP 41). It becomes difficult to do. That is, a forward force acts on the right side of the collision position due to the reaction of the deployment force of the airbag 24 that is deployed after the collision. Thereby, depending on the collision state (collision angle, collision speed, etc.) between the truck 1 and the opponent vehicle 15, a force that moves the opponent vehicle 15 in the left direction with the collision position as a fulcrum may act on the opponent vehicle 15. In this case, a collision between the truck 1 and the side surface of the opponent vehicle 15 can be avoided. Thereafter, since the airbag 24 of the airbag unit 13 arranged on the left side of the collision position is deployed, the FUP 11 (bumper 1) is detected when the opponent vehicle 15 collides frontally with the truck 1 after avoiding a side collision. Deformation of the FUP 11 (bumper integrated FUP 41) can be prevented by the reaction of the deployment force of the airbag 24 on the left side of the collision position of the body type FUP 41).

  Moreover, in the said 1st and 2nd embodiment, although the collision position was specified and the airbag 24 of the airbag unit 13 corresponding to the collision position was expanded, it is not limited to this, A plurality of collision detection Each of the sensors 14 is associated with the airbag unit 13 and the like (including the inflator 23 and the airbag 24) disposed behind the collision detection sensor 14, and the collision is detected according to the collision detected by the collision detection means. The airbag 24 of the airbag unit 13 disposed behind the detected collision detection sensor 14 may be deployed. In this case, the airbag 24 in the vicinity of the collision position can be deployed without specially providing a sensor for specifying the collision position.

  Further, in the first and second embodiments, the plate is made of a thin resin that is broken by receiving the deploying force of the airbag 24, and the rearward deployment of the airbag 24 is restricted until it breaks. The lids 18 and 73 that allow the airbag 24 to be deployed rearward by breaking are provided. However, the present invention is not limited to this, and the unit case 12 and the bumper are immediately received when receiving the deployment force of the airbag 24. The lid may be detached from the integrated FUP 41. Or it is not necessary to have a cover.

  In the first and second embodiments, the anti-slave devices 10 and 40 are applied to the front underrun protector extending in the vehicle width direction below the front portion of the vehicle body frame 3 of the truck 1, but as shown in FIG. The present invention can also be applied to a rear underrun protector (underrun protector) 80 that extends in the vehicle width direction below the rear portion of the vehicle body frame 3 of the truck 1.

  In the first and second embodiments, the anti-slave devices 10 and 40 are applied to the truck 1, but it is also possible to apply to a freight vehicle having a relatively high vehicle height.

1: Truck (vehicle)
3: Body frame 4: Front tire 5, 56: Bumper 8, 43: Bracket 10, 40: Anti-slipping device 11, 55: Front underrun protector (underrun protector)
13: Airbag unit 14: Collision detection sensor (collision detection means, collision position specifying means)
15: Opponent vehicle (other vehicle)
23: Inflator 24: Airbag 28: Airbag controller 29: Storage unit (storage means)
30: CPU (control means, collision position specifying means)
41: Bumper integrated FUP (Bumper integrated underrun protector)
45: Inner space 46: Bulkhead 80: Rear underrun protector (underrun protector)

Claims (5)

The vehicle is fixed to the vehicle body frame and extends in the vehicle width direction below the front part of the vehicle body frame or below the rear part of the vehicle body frame, so that the other vehicle can enter below the vehicle when the vehicle collides with another vehicle. An underrun protector to prevent,
Collision detection means for detecting a collision between the vehicle and the other vehicle;
Each includes an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and the vertical direction or vehicle width A plurality of airbag units fixed to the underrun protector in a state where at least one of the directions is different;
And a control unit that sequentially generates gas in the plurality of inflators in accordance with a predetermined deployment order in response to detection of the collision by the collision detection unit. The vehicle is fixed to the vehicle body frame and extends in the vehicle width direction below the front part of the vehicle body frame or below the rear part of the vehicle body frame, so that the other vehicle can enter below the vehicle when the vehicle collides with another vehicle. An underrun protector to prevent,
Collision detection means for detecting a collision between the vehicle and the other vehicle;
A collision position specifying means capable of specifying a collision position of the other vehicle against the underrun protector;
Each includes an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and the vertical direction or vehicle width A plurality of airbag units fixed to the underrun protector in a state where at least one of the directions is different;
Storage means for storing a correspondence relationship between the collision position specified by the collision position specifying means and at least one of the plurality of airbag units;
According to the detection of the collision by the collision detection means, an airbag unit to be deployed corresponding to the collision position specified by the collision position specifying means is determined according to the correspondence relationship, and the determined airbag to be deployed is determined. And a control means for generating gas in an inflator of the unit. The anti-slipping device according to claim 2,
The control unit causes the inflator of the airbag unit to be deployed to sequentially generate gas in accordance with a preset deployment order in response to the collision detected by the collision detection unit. The vehicle is fixed to the vehicle body frame and extends in the vehicle width direction below the front part of the vehicle body frame or below the rear part of the vehicle body frame, so that the other vehicle can enter below the vehicle when the vehicle collides with another vehicle. An underrun protector to prevent,
A plurality of collision detection means fixed to the underrun protector and detecting a collision between the vehicle and the other vehicle in a state where at least one of the vertical direction or the vehicle width direction is arranged at different positions When,
Each includes an inflator that generates gas and an airbag that is deployed by the gas generated by the inflator, and the deployment direction of the airbag is set to the rear or front of the underrun protector, and the vertical direction or vehicle width A plurality of airbag units fixed to the under-run protector in a state where at least one of the directions is different from each other, and
Each of the plurality of collision detection means is associated in advance with at least one of the plurality of airbag units,
The intrusion prevention apparatus according to claim 1, wherein the inflator of the airbag unit associated with the collision detection unit that has detected the collision generates gas in response to detection of the collision by the collision detection unit. The anti-slipping device according to any one of claims 1 to 4,
A honeycomb structure in which partition walls define a plurality of inner spaces extending in the front-rear direction, and includes a bumper-integrated under-run protector that is fixed to the vehicle body frame and extends in the vehicle width direction,
The bumper integrated underrun protector is integrally formed with the underrun protector and a bumper disposed above the underrun protector.
Each of the plurality of airbag units is accommodated in each of the plurality of inner spaces, and is disposed on the under-run protector side and the bumper side.

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