JP2017047860A - Vehicle pop-up hood device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To smoothly operate a displacement mechanism.SOLUTION: In a PUH device 20, a displacement mechanism 58 is provided in a link mechanism 50. The displacement mechanism 58 has a groove part 54E formed in a second link 54. A hinge base 24 is provided with a stopper part 24C, and rotation of a first link 52 to one side in a rotation direction is regulated in an operation state of the link mechanism 50. When a hood 10 lifted to a lifting position vibrates and a prescribed load is applied upward from the hood 10 to the second link 54, the second link is displaced along a load direction of the prescribed load, and thus the load direction of the prescribed load coincides with an extension direction of the groove part 54E. Therefore, when a groove part 54D is displaced with respect to a connection shaft 56, an inner peripheral surface of the groove part 54D is prevented from prying on an outer peripheral surface of the connection shaft 56.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle pop-up hood device.

  A pop-up hood device for a vehicle described in Patent Document 1 below includes a hinge base fixed to a vehicle body, and a hinge arm rotatably connected to the hinge base and fixed to the hood. . The vehicle pop-up hood apparatus has a link mechanism that connects the hinge base and the hinge arm. Other pop-up hood devices for vehicles are described in Patent Document 2 and Patent Document 3 below.

JP 2014-108651 A No. 11-310157 JP 2002-037016 A

  By the way, in the vehicle pop-up hood device, the hood is vibrated when the hood is lifted. On the other hand, for example, when the center of the hood in the vehicle width direction overshoots to the upper side of the vehicle due to vibration of the hood, the movement of the hood to the upper side of the vehicle is permitted by allowing movement of both ends of the hood in the vehicle width direction. It may be possible to suppress the vibration of the hood in a horizontal state. In this case, for example, the link mechanism may be provided with a displacement mechanism that allows the hood to be displaced upward. However, if the displacement mechanism is not operated smoothly, the hood is displaced upward. There is a possibility that the vibration suppressing effect on the hood may be reduced.

  An object of the present invention is to provide a vehicle pop-up hood device capable of smoothly operating a displacement mechanism in consideration of the above facts.

  The pop-up hood device for a vehicle according to claim 1 is fixed to an outer end in a vehicle width direction at a rear portion of the hood, a hinge base fixed to the vehicle body, a first arm rotatably connected to the hinge base. A second arm pivotably connected to the first arm, and spanning and actuating the first arm and the second arm to move the second arm relative to the first arm. An actuator that rotates to lift the hood from a closed position to a lifted position, a first link that is pivotally connected to the hinge base, and a second link that is pivotally connected to the second arm. And is in a retracted state at the closed position, and is in an activated state for restricting movement of the second arm relative to the hinge base to the vehicle upper side at the lifted position. A mechanism, a stopper provided on the hinge base and restricting rotation of the first link to the opposite side to the retracted state in the operating state, and provided on the first link and on the second link. A connecting shaft rotatably supported in the formed connecting hole; and a groove formed in the second link and having one end communicating with the connecting hole, and is lifted to the lifting position. The hood operates when a predetermined load on the upper side of the vehicle acts on the second link, and the groove portion is displaced relative to the upper side of the vehicle with respect to the connecting shaft, so that the second arm moves upward on the vehicle. A displacement mechanism that permits movement.

  In the vehicle pop-up hood device having the above-described configuration, when the actuator is operated, the second arm is rotated with respect to the first arm, and the hood is lifted from the closed position to the lifted position. At this time, the second link moves to the upper side of the vehicle together with the second arm, the link mechanism is switched from the retracted state to the activated state, and the movement of the hood to the upper side of the vehicle is restricted by the link mechanism.

  Here, the hinge base is provided with a stopper portion, and in the operating state of the link mechanism, the rotation of the first link to the side opposite to the retracted state is restricted. For this reason, the operating state of the first link is maintained. The link mechanism is provided with a displacement mechanism. This displacement mechanism has a connecting shaft provided in the first link, and the connecting shaft is rotatably supported by a connecting hole formed in the second link. Further, the displacement mechanism has a groove formed in the second link, and one end of the groove is communicated with the connecting hole.

  Then, the hood lifted to the lifting position vibrates and the vehicle width direction center portion of the hood overshoots to the upper side of the vehicle. The mechanism is activated. At this time, the second link is displaced upward in the vehicle along the load direction of the predetermined load. However, in the displacement mechanism, since the groove portion is formed in the second link, the extending direction of the groove portion is the load direction of the predetermined load. To match. For this reason, when a groove part displaces with respect to a connection shaft, the twist with respect to the connection shaft of a groove part is suppressed. Accordingly, the groove portion can be favorably displaced toward the vehicle upper side with respect to the connecting shaft, and the second arm can be moved toward the vehicle upper side. As a result, when the vehicle width direction center part of the hood overshoots to the vehicle side, both ends of the hood in the vehicle width direction can be opened so that the hood becomes substantially horizontal. Accordingly, the vibration of the hood can be suppressed by operating the displacement mechanism smoothly.

  According to the pop-up hood device for a vehicle according to claim 1, the displacement mechanism can be operated smoothly.

FIG. 1 is a side view of the pop-up hood device for a vehicle according to the present embodiment as viewed from the right side of the vehicle showing a state after the actuator is operated. FIG. 2 is a plan view showing a state before the actuator of the vehicle pop-up hood device shown in FIG. 1 is activated. FIG. 3 is a side view of the vehicle pop-up hood device shown in FIG. 2 as viewed from the right side of the vehicle. FIG. 4 is a front view showing the vehicle pop-up hood device shown in FIG. 2. FIG. 5 is a perspective view of the state of the vehicle pop-up hood device shown in FIG. FIG. 6 is a perspective view of the state of the vehicle pop-up hood device shown in FIG. FIG. 7 is an explanatory diagram for explaining, in a time series, behavior of the hood when the uphood device for a vehicle according to the present embodiment is operated. FIG. 8A is an explanatory diagram viewed from the center in the vehicle width direction for explaining the operation of the link mechanism of the present embodiment, and FIG. 8B explains the operation of the link mechanism of the comparative example. It is explanatory drawing seen from the vehicle width direction center side for doing.

  Hereinafter, the vehicle pop-up hood apparatus 20 (hereinafter referred to as “PUH apparatus 20”) according to the present embodiment will be described with reference to the drawings. Note that arrows FR, UP, and RH, which are appropriately shown in the drawings, respectively indicate the front side, the upper side, and the right side of the vehicle to which the PUH device 20 is applied. In the following description, when simply using the front / rear, up / down, and left / right directions, unless otherwise noted, the front / rear direction of the vehicle, the up / down direction of the vehicle up / down direction, and the left / right direction of the vehicle (vehicle width direction) And

  As shown in FIGS. 1 and 3, the PUH devices 20 are respectively disposed at both ends in the vehicle width direction at the rear end of the hood 10 that opens and closes the engine room (power unit chamber) ER at the front of the vehicle. (In FIG.1 and FIG.3, only the PUH apparatus 20 arrange | positioned at the right side is shown in figure.). And the PUH apparatus 20 arrange | positioned at the right side and the left side is comprised symmetrically. For this reason, in the following description, the PUH device 20 disposed on the right side will be described, and the description of the PUH device 20 disposed on the left side will be omitted.

  The PUH device 20 includes a hood hinge 22 that supports the hood 10 so that the hood 10 can be opened and closed, and an actuator 30 (see FIG. 1) that operates when the vehicle collides with a collision object such as a pedestrian. Further, the PUH device 20 includes a link mechanism 50 that restricts the upward movement of the hood 10 after the operation of the actuator 30 and suppresses vibration generated in the hood 10. Hereinafter, the hood 10 will be described first, and then each of the above components will be described.

(About food 10)
The hood 10 includes a hood outer panel 12 disposed on the outer side of the vehicle and a hood inner panel 14 disposed on the engine room ER side. And both terminal parts are combined by hemming. When the hood 10 closes the engine room ER (the position shown in FIG. 3, this position is hereinafter referred to as “closed position”), the front end of the hood 10 is fixed to the vehicle body by a hood lock (not shown). ing.

  Further, a bulging portion 14 </ b> A is formed at the rear end portion of the hood inner panel 14. The bulging portion 14A bulges downward with respect to the hood inner panel 14 and extends in the vehicle width direction. The bottom wall 14B of the bulging portion 14A is disposed substantially parallel to the hood outer panel 12 in a side sectional view. Further, at both ends of the hood 10 in the vehicle width direction, weld nuts WN for attaching a hood hinge 22 to be described later are provided on the upper surface of the bottom wall 14B.

(About the hood hinge 22)
As shown in FIGS. 2 to 5, the hood hinge 22 includes a hinge base 24 fixed to the vehicle body, a first arm 26 rotatably connected to the hinge base 24, and a rotation to the first arm 26. And a second arm 28 that is connected to the bulging portion 14A (see FIG. 3) of the hood 10 through a hinge bolt B1.

  The hinge base 24 is made of a steel plate and is bent into a substantially inverted L shape when viewed from the front. The lower end portion of the hinge base 24 is a fixed wall 24A, and the fixed wall 24A extends in the front-rear direction with the substantially vertical direction as the plate thickness direction. And the front-end part and rear-end part of 24 A of fixed walls are being fixed to the vehicle body with the fixing bolt B2.

  Further, the hinge base 24 has a side wall 24B. The side wall 24B extends substantially upward from the vehicle width direction inner side end portion of the fixed wall 24A with the vehicle width direction as the plate thickness direction, and has a substantially crank shape so that the front portion extends inward in the vehicle width direction in plan view. (See FIG. 2). Specifically, the side wall 24B includes a first side wall portion 24B1 constituting a rear end portion of the side wall 24B, a second side wall portion 24B2 constituting a front end portion of the side wall 24B, a first side wall portion 24B1, and And an inclined wall portion 24B3 connecting the second side wall portion 24B2. The inclined wall portion 24B3 is inclined inward in the vehicle width direction from the front end of the first side wall portion 24B1 to the front side in plan view. Thereby, 2nd side wall part 24B2 is arrange | positioned with respect to 1st side wall part 24B1 at the vehicle width direction inner side.

  Further, a stopper portion 24C bent inward in the vehicle width direction is integrally formed at the front end portion of the upper end portion of the inclined wall portion 24B3. And when the link mechanism 50 mentioned later is made into the operation state, it becomes the structure which controls the rotation to the one rotation direction one side of the 1st link 52 of the link mechanism 50 by the stopper part 24C.

  The first arm 26 is made of a steel plate similarly to the hinge base 24, is disposed on the inner side in the vehicle width direction with respect to the hinge base 24, and is bent in a substantially crank shape in plan view (see FIG. 2). Specifically, the first arm 26 includes a rear end portion 26A arranged with the vehicle width direction as the plate thickness direction, and an intermediate portion 26B that is inclined inward in the vehicle width direction from the front end of the rear end portion 26A toward the front side. And a front portion 26C extending from the front end of the intermediate portion 26B to the front side. Accordingly, the front portion 26C of the first arm 26 is disposed offset from the rear end portion 26A of the first arm 26 inward in the vehicle width direction.

  The rear end portion 26A of the first arm 26 is rotatably connected to the upper end portion of the first side wall portion 24B1 of the hinge base 24 by a first hinge pin HP1 whose axial direction is the vehicle width direction. Thus, the first arm 26 is configured to be rotatable relative to the hinge base 24 in the vertical direction (arrow A direction and arrow B direction in FIG. 3) with the first hinge pin HP1 as a rotation center.

  Further, as shown in FIGS. 1 and 6, a first mounting bolt B3 for mounting an actuator 30 described later is fixed to a lower portion in the longitudinal intermediate portion of the front portion 26C of the first arm 26, The first mounting bolt B3 protrudes inward in the vehicle width direction with the vehicle width direction as an axial direction. In addition, a bulging portion 26D that bulges inward in the vehicle width direction is formed on the upper portion of the front portion 26C at a position on the rear side of the first mounting bolt B3. A shear pin insertion hole 26E through which a shear pin (not shown) is inserted is formed in a substantially central portion of the bulging portion 26D.

  As shown in FIGS. 2 to 5, the second arm 28 is made of a steel plate. The second arm 28 is disposed on the inner side in the vehicle width direction with respect to the first arm 26, extends in the front-rear direction in a plan view, and is bent in a substantially inverted L shape in a front view. Specifically, the second arm 28 includes a side wall 28 </ b> A disposed in parallel with the front portion 26 </ b> C of the first arm 26. The front end portion 28F of the side wall 28A (second arm 28) is rotatably connected to the front end portion 26F of the first arm 26 (front portion 26C) by a second hinge pin HP2 whose axial direction is the vehicle width direction. . Thus, the second arm 28 is configured to be rotatable relative to the first arm 26 in the vertical direction (the direction of arrow C and arrow D in FIG. 3) with the second hinge pin HP2 as the center of rotation.

  As shown in FIGS. 1 and 6, a shear pin insertion hole 28 </ b> B is formed through the side wall 28 </ b> A of the second arm 28 at a position corresponding to the aforementioned shear pin insertion hole 26 </ b> E of the first arm 26. A shear pin (not shown) is inserted into the shear pin insertion hole 26 </ b> E of the first arm 26 and the shear pin insertion hole 28 </ b> B of the second arm 28, and the second arm 28 is coupled to the first arm 26. Thereby, in the non-operation state of the actuator 30 mentioned later, relative rotation with respect to the 1st arm 26 of the 2nd arm 28 is restrict | limited.

  As shown in FIGS. 2 to 5, the second arm 28 includes a top wall 28 </ b> C. The top wall 28C extends inward in the vehicle width direction from the upper end of the side wall 28A and is disposed adjacent to the lower surface of the bulging portion 14A of the hood 10 (see FIG. 3). A pair of mounting holes 28D arranged in the front-rear direction are formed through the top wall 28C. The hinge bolt B1 is inserted into the mounting hole 28D from below and screwed into the weld nut WN (see FIG. 3), whereby the top wall 28C is fastened (fixed) to the bulging portion 14A of the hood 10. ing. Thus, the hood 10 and the hinge base 24 are connected by the first arm 26 and the second arm 28.

  Further, a second mounting bolt B4 for mounting an actuator 30 described later is fixed to the rear end portion 28R of the side wall 28A of the second arm 28 at a position on the rear side with respect to the first mounting bolt B3. The second mounting bolt B4 is disposed with the vehicle width direction as an axial direction, and protrudes inward in the vehicle width direction from the second arm 28.

  The hood hinge 22 configured as described above functions as a hinge part that rotatably supports the hood 10. That is, when the hood 10 is normally opened and closed, the first arm 26 is rotated with respect to the hinge base 24 around the axis of the first hinge pin HP1 while the relative rotation of the first arm 26 and the second arm 28 is restricted. By doing so, the hood 10 is opened and closed.

(About the actuator 30)
As shown in FIGS. 1 and 2, the actuator 30 is disposed on the inner side in the vehicle width direction with respect to the second arm 28, and the first mounting bolt B <b> 3 of the first arm 26 and the second arm 28 of the second arm 28. It spans the mounting bolt B4 and is inclined upward as it goes to the rear side in a side view. The actuator 30 includes a cylinder 32 and a rod 36.

  The cylinder 32 is formed in a substantially bottomed cylindrical shape opened to the lower side (lower end side of the actuator 30). A mounting portion 34 (see FIG. 2) is integrally provided at the upper end portion of the cylinder 32, and a mounting hole (not shown) is formed through the mounting portion 34. And the 2nd mounting bolt B4 mentioned above is inserted in the said mounting hole, and the attaching part 34 is rotatably supported by the 2nd mounting bolt B4. Thus, the upper end portion of the cylinder 32 is attached to the second arm 28 so as to be rotatable relative to the second arm 28.

  The rod 36 is formed in a substantially cylindrical shape and is disposed coaxially with the cylinder 32, and a portion excluding the lower end portion of the rod 36 is accommodated in the cylinder 32 so as to be relatively movable. In addition, a mounting hole 36A (see FIG. 4) penetrating in the vehicle width direction is formed through the lower end portion of the rod 36, and the first mounting bolt B3 described above is inserted into the mounting hole 36A. A lower end portion of 36 is rotatably supported by the first mounting bolt B3. That is, the lower end portion of the rod 36 is attached to the first arm 26 so as to be rotatable relative to the first arm 26.

  In addition, a micro gas generator (hereinafter referred to as “MGG”) (not shown) is fitted into the middle portion in the longitudinal direction of the rod 36. The MGG is electrically connected to the ECU 40 (see FIG. 2) of the vehicle, and the MGG is configured to operate under the control of the ECU 40. When the MGG is activated, the gas generated by the MGG is supplied into the rod 36 and the cylinder 32, and the cylinder 32 is raised along the axial direction of the actuator 30. As a result, the second arm 28 rotates relative to the first arm 26 from the position shown in FIG. 3 upward (in the direction of arrow C in FIG. 3), and the hood 10 moves to the lifting position (FIG. 1). (Position shown). At this time, the first arm 26 is rotated relative to the hinge base 24 upward (in the direction of arrow A in FIG. 3).

  A plurality of gas vent holes (not shown) are formed at the lower end of the cylinder 32. When the actuator 30 is actuated to raise the cylinder 32 to the lifted position, the inside and outside of the cylinder 32 communicate with each other through the gas vent hole, and the gas supplied into the cylinder 32 (rod 36) is It is configured to be discharged (extracted) from the vent hole. As a result, the lifting of the actuator 30 relative to the hood 10 is stopped at the lifting position of the hood 10.

  Furthermore, the actuator 30 has a holding mechanism (not shown) and restricts the backward movement of the cylinder 32 that has been raised to the lifting position with respect to the rod 36 by the holding mechanism. Although details will be described later, when a predetermined upward load is input to the mounting portion 34 of the cylinder 32 due to the behavior of the hood 10 lifted to the lifting position, in the actuator 30, the cylinder 32 is connected to the rod 36. On the other hand, it is configured to be able to rise a predetermined distance.

(Link mechanism 50)
As shown in FIGS. 1 to 6, the link mechanism 50 includes a first link 52 and a second link 54, and a displacement mechanism 58 ( 1). At the closed position of the hood 10, the link mechanism 50 is bent in a substantially V shape opened to the rear side in a side view (this is the state shown in FIG. 3 and this state is hereinafter referred to as a “retracted state”). ).

  The first link 52 is made of a steel plate and has a substantially long plate shape. The first link 52 constitutes a portion on the one end side (lower portion) of the link mechanism 50 and is adjacent to the inner side in the vehicle width direction of the second side wall portion 24B2 in the hinge base 24 with the vehicle width direction as the plate thickness direction. Are arranged. Moreover, the 1st link 52 is arrange | positioned in the state which inclines a little upwards as it goes to the front side by a side view in the storage state. One end 52A of the first link 52 is rotatably connected to the lower end of the second side wall 24B2 by a first link pin LP1 with the vehicle width direction as the axial direction.

  A first bent portion 52 </ b> C that is bent in a substantially crank shape inward in the vehicle width direction is formed at a portion on the other end side of the first link 52. Thereby, in the 1st link 52, the other end part 52B is offset and arrange | positioned with respect to the one end part 52A in the vehicle width direction.

  Similarly to the first link 52, the second link 54 is made of a steel plate and has a substantially long plate shape. The second link 54 constitutes a portion (upper portion) on the other end side of the link mechanism 50 and is disposed on the inner side in the vehicle width direction of the first link 52 with the vehicle width direction as the plate thickness direction. In the retracted state of the link mechanism 50, the second link 54 is arranged in a state of being inclined downward as it goes to the front side as viewed from the side, and the angle θ formed by the first link 52 and the second link 54 is It has an acute angle (see FIG. 3).

  A portion on one end side of the second link 54 is a main body portion 54 </ b> A, and the main body portion 54 </ b> A is disposed adjacent to the inner side in the vehicle width direction with respect to the other end portion 52 </ b> B of the first link 52. As shown in the cross-sectional view of part a in FIG. 1, a circular connection hole 54 </ b> D for connecting the first link 52 described above is formed through the main body 54 </ b> A. Further, a groove 54E that constitutes the displacement mechanism 58 is formed through the main body 54A on one end side of the second link 54 with respect to the connection hole 54D. The groove 54E extends along the longitudinal direction of the second link 54, and one end of the groove 54E communicates with the connection hole 54D. In other words, the groove 54E extends from the connection hole 54D to one end side of the second link 54. The width dimension of the groove 54E is set slightly smaller than the diameter dimension of the connecting hole 54D, and is set constant over the longitudinal direction of the groove 54E.

  The other end 52 </ b> B of the first link 52 described above is rotatably connected to the main body 54 </ b> A of the second link 54 by a connecting shaft 56 with the vehicle width direction constituting the displacement mechanism 58 as an axial direction. Specifically, the connecting shaft 56 is fixed to the other end portion 52B of the first link 52, and the shaft portion 56A of the connecting shaft 56 protrudes inward in the vehicle width direction from the other end portion 52B, and enters the connecting hole 54D. Is inserted. Furthermore, the shaft portion 56A of the connecting shaft 56 is formed in a circular cross section, the diameter dimension of the shaft portion 56A is set slightly smaller than the diameter size of the connecting hole 54D, and the width dimension of the groove portion 54E. It is set slightly larger. Thereby, the connecting shaft 56 is rotatably supported by the connecting hole 54D, and the main body portion 54A of the second link 54 is rotatably connected to the other end portion 52B of the first link 52.

  As shown in FIGS. 1 to 6, a second bent portion 54 </ b> C that is bent in a substantially crank shape inward in the vehicle width direction is formed at the other end portion of the second link 54. As a result, the other end portion 54B of the second link 54 is offset from the body portion 54A of the second link 54 inward in the vehicle width direction.

  The other end 54B of the second link 54 is disposed adjacent to the front side of the second mounting bolt B4 of the second arm 28, and the second arm 28 by a second link pin LP2 whose axial direction is the vehicle width direction. The side wall 28A is rotatably connected.

  When the actuator 30 is activated and the hood 10 is lifted to the lifting position, the first link 52 rotates relative to the hinge base 24 in one direction of rotation (the direction of arrow E in FIG. 3). At the same time, the second link 54 is set to rotate relative to the second arm 28 in one direction of rotation (direction of arrow G in FIG. 3) so that the link mechanism 50 extends in the vertical direction. (The state shown in FIGS. 1 and 6, and this state is hereinafter referred to as an “operating state”). Specifically, as shown in FIG. 1, in the operating state of the link mechanism 50, the angle θ formed by the first link 52 and the second link 54 is set to be slightly smaller than 180 °. Further, in the operating state of the link mechanism 50, the first link 52 is in contact with the stopper portion 24C, and the rotation of the first link 52 on one side in the rotation direction (the side opposite to the retracted state) is restricted. It has become. That is, the overrun of the first link 52 rotated to the operating state is limited. In FIG. 1, the first link 52 and the stopper portion 24 </ b> C are illustrated slightly apart for convenience.

  Further, when the link mechanism 50 is in an operating state, a predetermined load upward is input to the other end of the link mechanism 50 (the other end 54B of the second link 54) due to vibration generated in the hood 10 lifted to the lifted position. When this is done, the rotation support state of the connecting shaft 56 by the connecting hole 54D is released, and the displacement mechanism 58 is activated. Specifically, the groove 54 </ b> E is expanded by the connecting shaft 56 and is relatively moved (displaced) upward with respect to the connecting shaft 56. That is, when the displacement mechanism 58 is operated, the inner peripheral surface of the groove portion 54E is displaced upward while sliding on the outer peripheral surface of the connecting shaft 56, so that the connecting shaft 56 is disposed at the other end portion of the groove portion 54E. It has become. Therefore, when the displacement mechanism 58 is actuated, the movement of the second arm 28 is permitted, and both end portions in the vehicle width direction of the rear end portion of the hood 10 are moved upward.

  Next, the operation and effect of this embodiment will be described.

  When a collision object such as a pedestrian collides with a vehicle equipped with the PUH device 20 configured as described above, the ECU 40 activates the PUH device 20 based on a collision signal output from the collision detection sensor (not shown) to the ECU 40. Determine whether or not When the ECU 40 determines that the PUH device 20 should be operated, an operation signal is output from the ECU 40 to the actuator 30 and the actuator 30 is operated.

  When the actuator 30 is actuated, the cylinder 32 is raised with respect to the rod 36 by the gas generated by the MGG. Thereby, the cylinder 32 lifts the rear end portion 28R of the second arm 28, and the rear end portion of the hood 10 is lifted to the lifted position (see FIG. 1). Thereby, the clearance gap between the components arrange | positioned in the engine room ER and the hood 10 is ensured, and the protection performance with respect to the pedestrian who falls on the hood 10 can be improved.

  Next, the relationship between the behavior of the hood 10 and the operation of the link mechanism 50 when the hood 10 is lifted to the lifting position will be described with reference to FIG. In FIG. 7, the state of the hood 10 viewed from the rear side when the actuator 30 lifts the hood 10 is schematically shown in time series, and both end portions in the vehicle width direction of the hood 10 are white circles. It is shown in

  FIG. 7A shows a state before the hood 10 is lifted by the actuator 30. In this state, the link mechanism 50 is in a retracted state (see FIG. 3). When the actuator 30 is activated and the hood 10 is lifted to the lifted position, the link mechanism 50 is switched from the retracted state to the activated state (see FIG. 1). In this state, as shown in FIG. 1, the link mechanism 50 extends in the vertical direction with the angle θ formed by the first link 52 and the second link 54 of the link mechanism 50 being smaller than 180 °. . For this reason, the groove part 54E of the displacement mechanism 58 is arrange | positioned so that it may extend below from the connection hole 54D. Further, in this state, the first link 52 abuts against the stopper portion 24C of the hinge base 24, and the rotation of the first link 52 to one side (the side opposite to the retracted state) is restricted. For this reason, the overrun of the first link 52 can be suppressed by the stopper portion 24C. Further, in the actuator 30, the holding mechanism restricts the backward movement of the cylinder 32, so that the state of the first arm 26 and the second arm 28 in the lifting position is maintained. Thereby, the operating state of the first link 52 and the second link 54 is maintained.

  In the link mechanism 50, since the diameter dimension of the shaft portion 56A of the connecting shaft 56 is set larger than the width dimension of the groove portion 54E, the connecting shaft 56 is placed in the connecting hole 54D in the operating state of the link mechanism 50. Retained. That is, the upward movement of the second arm 28 relative to the hinge base 24 is restricted by the link mechanism 50, and the upward movement of both ends in the vehicle width direction at the rear end of the hood 10 is restricted.

  On the other hand, when both end portions in the vehicle width direction at the rear end portion of the hood 10 are lifted by the actuator 30, the center portion in the vehicle width direction of the hood 10 tends to stay at that position by inertial force. For this reason, at the initial stage of lifting of the hood 10 by the actuator 30, only the both ends in the vehicle width direction of the hood 10 are lifted (see the state (2) in FIG. 7). And the vehicle width direction center part of the hood 10 displaces upwards later than the vehicle width direction both ends of the hood 10 (refer the arrow shown by (3) of FIG. 7). Furthermore, since the displacement in the vertical direction is not limited at the vehicle width direction central portion of the hood 10, the vehicle width direction central portion of the hood 10 that is displaced upward is displaced above the lifting position by inertial force ( (See the state of (3) in FIG. 7). As a result, when the hood 10 is lifted, the hood 10 will vibrate in a simple manner so that the center in the vehicle width direction of the hood 10 becomes a belly and both ends in the vehicle width direction of the hood 10 become nodes when viewed from the rear side. And

  When the vehicle width direction center of the hood 10 overshoots above the lifting position, the other end of the link mechanism 50 from the hood 10 via the second arm 28 (the other end 54B of the second link 54). ) Is subjected to a predetermined load on the upper side. Thereby, the displacement mechanism 58 of the link mechanism 50 operates. Specifically, the rotation support state of the connection shaft 56 by the connection hole 54D is released, and the second link 54 moves upward while the inner peripheral surface of the groove 54E slides on the outer peripheral surface of the connection shaft 56 (see FIG. It is displaced in the direction indicated by the arrow H in FIG. As a result, the second arm 28 rotates upward with respect to the first arm 26 and moves upward with respect to the hinge base 24, and both ends of the hood 10 in the vehicle width direction are displaced upward. Specifically, when the vehicle width direction center of the hood 10 reaches top dead center or near the top dead center, both ends of the hood 10 in the vehicle width direction are displaced upward from the lifting position ((3 in FIG. 7). ) To (4) in FIG. 7). As a result, since both ends of the hood 10 in the vehicle width direction are opened so that the hood 10 is substantially horizontal when viewed from the rear side, the vibration of the hood 10 can be attenuated at an early stage. As described above, vibration generated in the hood 10 can be suppressed.

  Here, in the link mechanism 50, the groove portion 54 </ b> E constituting the displacement mechanism 58 is formed in the second link 54. That is, a groove 54E is formed in the second link 54 that moves together with the hood 10 when the hood 10 vibrates. For this reason, the displacement mechanism 58 can be operated smoothly, and the vibration of the hood 10 can be suppressed. Hereinafter, this point will be described using FIGS. 8A and 8B in comparison with the link mechanism of the comparative example. Note that in the link mechanism of the comparative example shown in FIG. 8B, the same reference numerals are given to the parts configured in the same manner as the link mechanism 50 of the present embodiment.

  As shown in FIG. 8B, in the link mechanism of the comparative example, the groove portion 54 </ b> E of the displacement mechanism 58 is formed in the first link 52, and the connecting shaft 56 is provided in the second link 54. For this reason, in the comparative example, when the link mechanism is switched to the operating state, the groove 54E is inclined forward as it goes upward. Further, in the operating state of the link mechanism, the rotation of the first link 52 on one side in the rotation direction (arrow E direction side in FIG. 8B) is restricted by the stopper portion 24C. And when the predetermined load f to the upper side acts on the 2nd link 54, the 2nd link 54 is displaced to the upper side along the load direction of the predetermined load f. At this time, the load direction of the predetermined load f and the extending direction of the groove 54E intersect, and the rotation of the first link 52 on one side in the rotation direction is restricted. Therefore, when the second link 54 is displaced upward, the second link 54 is displaced upward while the connecting shaft 56 is squeezing the inner peripheral surface of the groove 54E. As a result, the outer peripheral surface of the connecting shaft 56 cannot slide well on the inner peripheral surface of the groove portion 54E, and the connecting shaft 56 may stop in the middle of the groove portion 54E. In this case, both ends of the hood 10 in the vehicle width direction cannot be opened so that the hood 10 is substantially horizontal, and the vibration suppressing effect on the hood 10 is reduced.

  That is, in order to smoothly operate the link mechanism of the comparative example, the link mechanism (the first link 52 and the second link 54) in the operating state is extended linearly, the extension direction of the link mechanism and the predetermined load f It is necessary to match the direction. However, the direction of the predetermined load f varies depending on various vehicles (as indicated by a two-dot chain line in FIG. 8B), for example, the load direction of the predetermined load f may be inclined rearward as it goes upward. Therefore, it is difficult to set the link mechanism corresponding to various vehicles.

  On the other hand, as shown in FIG. 8A, in the present embodiment, when a predetermined load f is applied to the second link 54 in the operating state of the link mechanism 50, as described above, The second link 54 is displaced upward along the load direction of the predetermined load f. In the present embodiment, since the groove portion 54E is formed in the second link 54, the second link 54 is displaced upward so that the load direction of the predetermined load f and the extending direction of the groove portion 54E coincide. To do. For this reason, even when the rotation of the first link 52 on one side (the direction of arrow E in FIG. 8A) of the first link 52 is restricted by the stopper portion 24C, the inner peripheral surface of the limiting groove portion 54E is the connecting shaft 56. This prevents the groove 54E from being twisted with respect to the connecting shaft 56 when sliding on the outer peripheral surface. As a result, the inner peripheral surface of the groove portion 54 </ b> E slides well on the outer peripheral surface of the connecting shaft 56, and the second link 54 is relatively displaced upward with respect to the first link 52. As a result, it is suppressed that the relative displacement of the second link 54 with respect to the first link 52 stops in a state where the connecting shaft 56 is disposed in the middle of the groove 54E. Therefore, the vibration of the hood 10 can be suppressed by operating the displacement mechanism 58 smoothly.

  Further, in the present embodiment, as described above, when the predetermined load f is applied to the second link 54 in the operating state of the link mechanism 50, the second link 54 is moved along the load direction of the predetermined load f. Since it is displaced upward, the link mechanism 50 can be smoothly operated in response to variations in the load direction of the predetermined load f. That is, for example, as shown by a two-dot chain line in FIG. 8A, when the load direction of the predetermined load f is inclined to the rear side as it goes upward, the second along the load direction of the predetermined load f. The link 54 is displaced upward. That is, the second link 54 rotates around the axis of the connecting shaft 56, and the second link 54 is displaced upward so that the load direction of the predetermined load f and the extending direction of the groove 54E coincide.

  In the present embodiment, in the operating state of the link mechanism 50, the angle θ formed by the first link 52 and the second link 54 is set to be smaller than 180 °. In other words, in the operating state of the link mechanism 50, the first link 52 and the second link 54 are not arranged linearly but are arranged in a slightly bent state. For this reason, when a downward collision load acts on the hood 10 from a pedestrian who falls on the hood 10, the link mechanism 50 (the first link 52 and the second link 54) acts so as not to be stretched. Thereby, the reaction force of the hood 10 which acts on a pedestrian can be reduced. Therefore, the protection performance against a pedestrian who falls on the hood 10 can be further improved.

  In the present embodiment, the angle θ formed by the first link 52 and the second link 54 in the operating state of the link mechanism 50 is set to be smaller than 180 °, but the angle θ is set to 180 °. Alternatively, the angle θ may be set larger than 180 °.

  Further, in the present embodiment, in the link mechanism 50, the diameter dimension of the connecting shaft 56 is set slightly larger than the width dimension of the groove portion 54E, but the groove portion corresponds to the behavior (vibration) of various vehicle hoods. The width dimension of 54E may be set slightly larger than the diameter dimension of the connecting shaft 56. In this case, for example, a pair of protrusions may be formed on the inner peripheral surface of the groove 54E, and the connection shaft 56 may be rotatably supported by the connection hole 54D. When a predetermined load on the upper side acts on the second link 54, the displacement mechanism 58 is operated by the connection shaft getting over the projection.

DESCRIPTION OF SYMBOLS 10 Hood 20 Pop-up hood apparatus 24 for vehicles Hinge base 24C Stopper part 26 1st arm 28 2nd arm 30 Actuator 50 Link mechanism 52 1st link 54 2nd link 54D Connection hole 54E Groove part 56 Connection shaft 58 Displacement mechanism

Claims (1)

A hinge base fixed to the vehicle body,
A first arm rotatably connected to the hinge base;
A second arm fixed to the vehicle width direction outer side end portion of the rear portion of the hood and rotatably connected to the first arm;
An actuator that is bridged between the first arm and the second arm and is operated to rotate the second arm relative to the first arm to lift the hood from a closed position to a lifted position;
A first link pivotably connected to the hinge base; and a second link pivotally connected to the second arm. The first link is in a retracted state at the closed position, and A link mechanism that is in an activated state that restricts movement of the second arm relative to the hinge base to the vehicle upper side in an upper position;
A stopper that is provided on the hinge base and restricts rotation of the first link to the opposite side of the retracted state in the operating state;
A connecting shaft provided in the first link and rotatably supported by a connecting hole formed in the second link; a groove formed in the second link and having one end communicated with the connecting hole; And when the predetermined load on the vehicle upper side is applied to the second link by the hood lifted to the lifting position, the groove portion is relative to the vehicle upper side with respect to the connecting shaft. A displacement mechanism that allows movement of the second arm to the upper side of the vehicle by displacing;
Pop-up hood device for vehicles equipped with.

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