JP2017178207A - Cyclist protecting device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the protection performance of a cyclist having a collision.SOLUTION: A cyclist protecting device 11 for an automobile 1 comprises: a hood 5 for forming the upper face of a front part 2 of the automobile 1; push-up devices 12 and 13 disposed at the rear end part of the longitudinal direction of the hood 5 for pushing up the hood 5; engaging members 14 to 16 for engaging releasably with the longitudinal midship part of the hood 5; and a control part 24 for controlling them. In the case where a cyclist collides with the front part 2, the control part 24 engages the engaging members 14 to 16 with the hood 5 so that the rear end part of the hood 5 is pushed up by the push-up devices 12 and 13.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a cyclist protection device for a vehicle.

A vehicle such as an automobile may collide with a pedestrian moving outside the vehicle.
In Patent Documents 1 and 2, a plurality of airbags are arranged side by side on a hood and deployed.
Thereby, an air bag can be developed flat between the upper part of a pedestrian who collided with the front part of a vehicle, and a hood, and a hit can be weakened.

JP 2010-012966 A JP 09-030368 A

By the way, a vehicle such as an automobile may collide with, for example, a cyclist riding a bicycle in addition to a pedestrian.
And when a cyclist and a motor vehicle collide, since the waist position of a cyclist is high, the protective device of the said patent documents 1 and 2 may be unable to protect a cyclist suitably.
A cyclist may ride on the hood of an automobile after a collision, the waist may be caught on the hood, and then be flipped up by the bent hood. Thus, there is a possibility that the protection devices of Patent Documents 1 and 2 cannot sufficiently function against the collision mode.

  Thus, in vehicles, it is required to improve the protection performance of cyclists that have collided.

  A cyclist protection device for a vehicle according to the present invention includes a hood that forms an upper surface of a front portion of a vehicle, a push-up device that pushes up the hood, and a push-up device that pushes up the hood. An engaging member that releasably engages with a central portion, and a control unit that controls the push-up device and the engaging member, and the control unit, when a cyclist collides with the front part, The engaging member is engaged with the hood, and the rear end portion of the hood is pushed up by the push-up device.

  Preferably, the control unit pushes up a rear end portion of the hood by the push-up device without engaging the engagement member with the hood when a pedestrian collides with the front portion.

  Preferably, the engagement member includes a plurality of engagement members arranged in the vehicle width direction of the vehicle with respect to the hood, and the control unit responds to a position where a cyclist collides with the front part. It is preferable to engage a member close to the collision position among a plurality of the engaging members and not engage a distant member.

  Preferably, the control unit may not engage all of the plurality of engaging members when a pedestrian collides with the front part.

  Preferably, the push-up device has a plurality of push-up devices arranged in the vehicle width direction of the vehicle with respect to the hood, and the control unit includes a plurality of push-up devices according to a position where a cyclist collides with the front part. It is preferable to operate at least a push-up device far from the collision position.

  Preferably, when the pedestrian collides with the front part, the control unit may operate all of the plurality of push-up devices.

In the present invention, a push-up device that pushes up the hood is provided at the rear end of the hood in the front-rear direction, and an engagement member is releasably engaged with the center of the hood in the front-rear direction. Then, when the cyclist collides with the front portion, the control portion engages the engaging member with the hood and pushes up the rear end portion of the hood with the push-up device. Therefore, the front part of the hood is difficult to bend up and down by the engaging member, and the cyclist hitting the hood is hardly pushed up by the hood. It makes it difficult for cyclists to jump.
In addition, the rear portion of the hood from the engaging member is pushed up by the push-up device and stands. Therefore, even if the cyclist hitting the hood tries to move to the rear side due to the subsequent inertia, it can be stopped by the rear side portion of the standing hood.
With these functions, the protection performance of the cyclist who has collided can be improved.

FIG. 1 is a side perspective view of an automobile according to an embodiment of the present invention. FIG. 2 is an explanatory diagram of an example of a collision mode with a cyclist. FIG. 3 is an explanatory diagram of an example of a collision mode with a pedestrian. FIG. 4 is an explanatory diagram of the cyclist protection device in the present embodiment. FIG. 5 is a block diagram of a control system of the cyclist protection device of FIG. FIG. 6 is a flowchart of control performed by the control unit of FIG. 5 at the time of collision with a cyclist or the like. FIG. 7 is an explanatory diagram of an example of a collision mode with a cyclist in the present embodiment. FIG. 8 is an explanatory diagram of a relationship between a plurality of collision forms of a cyclist and control patterns of a plurality of engagement members and a plurality of push-up devices. FIG. 9 is an explanatory diagram of an example of a collision mode with a pedestrian in the present embodiment.

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

FIG. 1 is a side perspective view of an automobile 1 according to an embodiment of the present invention. In FIG. 1, the side of the automobile 1 is shown with a cyclist traversing it.
The automobile 1 is an example of the automobile 1.
The automobile 1 of FIG. 1 has a front part 2, a riding part 3, and a rear part 4.

The front part 2 is a part protruding forward from the riding part 3. A power unit such as an engine and an electric motor is disposed in the front portion 2. A hood 5 is provided on the upper surface of the front portion 2 so as to be openable and closable. A nose cone 6 including a bumper is provided on the front side of the hood 5. The upper surface of the front part 2 is constituted by the hood 5 and the upper surface of the nose cone 6.
The riding section 3 is provided with a seat or the like on which the occupant is seated. A windshield 7 is provided on the front surface of the riding portion 3 at a position above the upper surface of the front portion 2.
The rear part 4 is a part protruding rearward from the riding part 3. A luggage space is provided in the rear part 4.

FIG. 2 is an explanatory diagram of an example of a collision mode with a cyclist.
When the cyclist collides in front of the automobile 1, since the cyclist's waist position is high, the cyclist rides on the hood 5 of the automobile 1 after the collision, as shown in FIG.
Then, the hood 5 is depressed and deformed as shown in FIG. 2 (B) by the load of the cyclist riding on, and then the hood 5 pushes up the cyclist as shown in FIG. 2 (C).
Thus, the cyclist pushed up by the hood 5 moves rearward, for example, as shown in FIG. 2D according to the relative speed and the relative movement direction of the automobile 1 and the cyclist. At this time, the head of the cyclist may hit the windshield 7.

FIG. 3 is an explanatory diagram of an example of a collision mode with a pedestrian.
As shown in FIG. 3, when the pedestrian collides in front of the automobile 1, the upper body of the pedestrian rotates downward toward the hood 5 of the automobile 1 with the waist position as a fulcrum. Thus, it is difficult for the pedestrian to get on the hood 5 after the collision. Moreover, it is hard to happen to move backward on the hood 5.

Thus, the collision mode with a pedestrian is different from the collision mode with a cyclist. Therefore, even if the airbag is deployed flat on the hood 5 to protect the pedestrian, it is difficult to suitably protect the cyclist.
In this embodiment, the protection performance of the cyclist who collided is improved.

FIG. 4 is an explanatory diagram of the cyclist protection device 11 in the present embodiment. FIG. 4A is a partial side view of the front portion 2 of the automobile 1. FIG. 4B is a top view of the front portion 2 of the automobile 1.
4 includes a right push-up device 12, a left push-up device 13, a right engagement member 14, a center engagement member 15, and a left engagement member 16.
The center of the front end of the hood 5 is fixed to the vehicle body of the automobile 1 by a hood latch 9 so as to be opened and closed.

The right push-up device 12 is provided at the rear right end of the hood 5 in the front-rear direction, and pushes up the rear right end of the hood 5.
The left push-up device 13 is provided at the rear left end of the hood 5 in the front-rear direction, and pushes up the rear left end of the hood 5.
The right push-up device 12 and the left push-up device 13 are provided side by side in the vehicle width direction of the automobile 1 along the rear end of the hood 5.

The right engaging member 14 is provided at the center in the front-rear direction of the hood 5 and on the right side in the left-right direction.
The center engaging member 15 is provided in the center portion in the front-rear direction of the hood 5 and in the center portion in the left-right direction.
The left engagement member 16 is provided at the center in the front-rear direction of the hood 5 and on the left side in the left-right direction.
Each of the engaging members 14 to 16 includes a pair of movable members 17 attached to the front portion 2 of the automobile 1. Each of the engaging members 14 to 16 can be engaged with the hood 5 by sandwiching a spherical hood side member 18 protruding downward from the hood 5 between the pair of movable members 17.
Further, the right engagement member 14, the center engagement member 15, and the left engagement member 16 are provided side by side in the vehicle width direction of the automobile 1 in the center portion of the hood 5 in the front-rear direction.

FIG. 5 is a block diagram of a control system of the cyclist protection device 11 of FIG.
In the control system of FIG. 5, an imaging device 21, a radar 22, and a control unit 24 are illustrated. In addition, a plurality of push-up devices 12 and 13 as control targets and a plurality of engagement members 14 to 16 are also illustrated.

The control unit 24 predicts a collision based on detection by the imaging device 21 and the radar 22 and detects the collision. Then, the operations of the plurality of push-up devices 12 and 13 and the plurality of engagement members 14 to 16 are controlled at a necessary timing.
For example, when a collision of a cyclist is detected, a member selected from the plurality of engaging members 14 to 16 is engaged with the hood 5 and the hood 5 is pushed up by a member selected from the plurality of push-up devices 12 and 13. .
In addition, for example, when a pedestrian collision is detected, the hood 5 is pushed up by all of the plurality of push-up devices 12 and 13 without engaging all of the plurality of engaging members 14 to 16.

The imaging device 21 is, for example, a pair of imaging elements, and is provided forward on the roof of the riding unit 3 or the windshield 7 as shown in FIG. 1, and observes the surrounding situation in front of the automobile 1 by imaging.
As shown in FIG. 1, the radar 22 is disposed, for example, on the front surface of the front portion 2 of the automobile 1. The radar 22 emits ultrasonic waves and radio waves, and observes the surrounding situation in front of the automobile 1 according to the presence or absence of the reflected waves.
And the control part 24 can identify obstacles, such as a cyclist and a pedestrian who pass ahead of the motor vehicle 1, and can judge the collision possibility of this obstacle.

FIG. 6 is a flowchart of control performed by the control unit 24 of FIG. 5 at the time of collision with a cyclist or the like.
The control unit 24 periodically performs the collision control of FIG.

  As shown in FIG. 6, the control unit 24 determines whether or not it has collided with the cyclist (step ST1). For example, when a collision with a cyclist is detected, it may be determined that the collision with the cyclist has occurred.

In the case of a collision with a cyclist, the control unit 24 performs control for protecting the cyclist (step ST2).
Specifically, a member selected from the plurality of engaging members 14 to 16 is engaged with the hood 5 and the member selected from the plurality of push-up devices 12 and 13 is pushed up.

  When not colliding with a cyclist, the control part 24 judges whether it collided with the pedestrian further (step ST3).

When colliding with a pedestrian, the control part 24 implements control for protecting a pedestrian (step ST4).
Specifically, the hood 5 is pushed up by all of the plurality of push-up devices 12 and 13 without engaging all of the plurality of engaging members 14 to 16.

FIG. 7 is an explanatory diagram of an example of a collision mode with a cyclist in the present embodiment.
As shown in FIG. 7A, the cyclist colliding with the automobile 1 hits the front part 2 of the automobile 1 from the front.
When a collision with the cyclist is predicted or detected, the engagement member is engaged with the hood 5 as shown in FIG.
Thereafter, the cyclist gets on the front portion 2 of the hood 5 as shown in FIG.
However, the front portion 2 of the hood 5 is difficult to bend up and down because the engaging member is engaged with the hood 5. Therefore, the body of the cyclist riding on the front part 2 of the hood 5 moves backward due to inertia without being pushed up by the hood 5.
Further, the rear portion 4 of the hood 5 is pushed up by a push-up device. Therefore, the body of the cyclist is difficult to move backward due to inertia.

FIG. 8 is an explanatory diagram of a relationship between a plurality of collision forms of the cyclist and control patterns of the plurality of push-up devices 12, 13 and the plurality of engagement members 14-16.
In FIG. 8A, the cyclist collides with the right part of the front part 2 of the automobile 1. In this case, the control unit 24 engages the right engagement member 14 and the central engagement member 15 with the hood 5, but does not engage the left engagement member 16 with the hood 5. Further, while the left push-up device 13 is operated, the right push-up device 12 is not operated. This makes it difficult for the front right portion of the hood 5 to bend up and down, and the left rear portion with hatching in the figure rises. Even if the cyclist tries to move from the right front to the left rear due to inertia, the hood 5 can be raised.
In FIG. 8B, the cyclist collides with the central portion of the front portion 2 of the automobile 1. In this case, the control unit 24 engages the right engagement member 14, the center engagement member 15, and the left engagement member 16 with the hood 5. Further, the left push-up device 13 and the right push-up device 12 are operated. As a result, the front portion of the hood 5 is difficult to bend up and down, and the hatched portion in the figure rises. Even if the cyclist tries to move from the front of the center to the back due to inertia, the hood 5 can be raised.
In FIG. 8C, the cyclist collides with the left part of the front part 2 of the automobile 1. In this case, the control unit 24 engages the left engagement member 16 and the central engagement member 15 with the hood 5, but does not engage the right engagement member 14 with the hood 5. Further, while the right push-up device 12 is operated, the left push-up device 13 is not operated. Thereby, the left front portion of the hood 5 is difficult to bend up and down, and the right rear portion with hatching in the figure rises. Even if the cyclist tries to move from the left front to the right rear due to inertia, the hood 5 can be raised.
In this way, according to the position where the cyclist collides with the front part 2, by engaging the one close to the collision position among the plurality of engagement members 14 to 16 and not engaging the distant one, The part where the cyclist gets on the first hood 5 can be made difficult to bend up and down.
In addition, the cyclist tries to move backward due to inertia by operating at least one of the plurality of lifting devices 12 and 13 far from the collision position according to the position where the cyclist collides with the front portion 2. Can stand the hood 5. As a result, the entire body of the cyclist is received by the standing hood 5.

FIG. 9 is an explanatory diagram of an example of a collision mode with a pedestrian in the present embodiment.
As shown in FIG. 9A, the pedestrian hits the front part 2 of the automobile 1.
When a collision with a pedestrian is predicted or detected, a plurality of push-up devices 12 and 13 are engaged without engaging all of the plurality of engaging members 14 to 16 with the hood 5 as shown in FIG. The rear end side of the hood 5 is pushed up by all of the above.
Thereafter, the pedestrian falls into the front part 2 of the hood 5. Since the front portion 2 of the hood 5 is pushed up as a whole, the hood 5 can be greatly deformed downward. Thereby, obstacles, such as a pedestrian's head, can be controlled.

As described above, in the present embodiment, the push-up devices 12 and 13 that push up the hood 5 are provided at the rear end of the hood 5 in the front-rear direction, and the engaging member 14 is provided at the center of the hood 5 in the front-rear direction. -16 engage releasably. And when a cyclist collides with the front part 2, the control part 24 engages an engaging member with the hood 5, and pushes up the rear-end part of the hood 5 with a pushing-up apparatus. Therefore, the front part 2 of the hood 5 is hardly bent up and down by the engaging member, and the cyclist hitting the hood 5 is hardly pushed up by the hood 5. It makes it difficult for cyclists to jump.
Moreover, the rear portion of the hood 5 with respect to the engaging member is pushed up by the push-up device and stands. Therefore, even if the cyclist who hits the hood 5 tries to move to the rear side due to the subsequent inertia, it can be stopped by the rear side portion of the standing hood 5.
With these functions, the protection performance of the cyclist who has collided can be improved.

  Moreover, in this embodiment, when a pedestrian collides with the front part 2, the control part 24 pushes up the rear-end part of the hood 5 by a raising apparatus, without engaging an engagement member with the hood 5. FIG. Therefore, even when the hood 5 is lifted up and the body folds down at the front part 2 of the automobile 1 and the head hits the hood 5, the space below the hood 5 is secured to improve the protection performance of the pedestrian. be able to. Thus, the protection performance of a pedestrian and the protection performance of a cyclist can be made compatible.

  In the present embodiment, a plurality of engaging members are provided side by side in the vehicle width direction of the automobile 1 with respect to the hood 5. And the control part 24 engages the thing close | similar to a collision position among several engagement members 14-16 according to the position where a cyclist collides with the front part 2, and does not engage a distant thing. Therefore, even when the cyclist collides with both the left and right sides instead of the center of the front portion 2 of the automobile 1, the portion close to the cyclist with respect to the hood 5 is suppressed to the rear side while suppressing the vertical deflection by the engaging member. An upright hood 5 can be arranged.

  Moreover, in this embodiment, when a pedestrian collides with the front part 2, not all the some engaging members 14-16 are engaged. Therefore, even if a pedestrian collides at any position in the vehicle width direction, it can be received by the pushed-up hood 5.

  In the present embodiment, a plurality of push-up devices are provided side by side in the vehicle width direction of the automobile 1 with respect to the hood 5. Then, the control unit 24 operates at least one of the plurality of push-up devices 12 and 13 that is far from the collision position in accordance with the position at which the cyclist collides with the front part 2. Therefore, even when the cyclist collides with the left and right sides instead of the center of the front part 2 of the automobile 1, the rear part of the hood 5 can be set up in the direction of movement of the cyclist.

  Moreover, in this embodiment, when a pedestrian collides with the front part 2, all the several raising devices 12 and 13 are operated. Therefore, even if a pedestrian collides at any position in the vehicle width direction, it can be received by the pushed-up hood 5.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

1 ... Automobile (vehicle)
DESCRIPTION OF SYMBOLS 2 ... Front part 3 ... Riding part 4 ... Rear part 5 ... Hood 6 ... Nose cone 7 ... Windshield 9 ... Hood latch 11 ... Cyclist protection device 12 ... Right push-up device (push-up device)
13 ... Left push-up device (push-up device)
14 ... Right engagement member (engagement member)
15 ... Center engaging member (engaging member)
16: Left engaging member (engaging member)
17 ... Movable member 18 ... Hood side member 21 ... Imaging device 22 ... Radar 24 ... Control part

Claims (6)

A hood that forms the top surface of the front of the vehicle;
A push-up device that is provided at the rear end of the hood in the front-rear direction and pushes up the hood;
An engaging member that releasably engages with a central portion of the hood in the front-rear direction;
A control unit for controlling the push-up device and the engaging member;
Have
The controller is
When a cyclist collides with the front part, the engagement member is engaged with the hood and the rear end part of the hood is pushed up by the push-up device.
Vehicle cyclist protection device. The controller is
When a pedestrian collides with the front part, the rear end part of the hood is pushed up by the push-up device without engaging the engagement member with the hood.
The cyclist protection device for a vehicle according to claim 1. As the engagement member, the hood has a plurality of engagement members arranged in the vehicle width direction of the vehicle,
The controller is
Depending on the position at which the cyclist collides with the front part, the one close to the collision position among the plurality of engagement members is engaged, and the far one is not engaged.
The cyclist protection device for a vehicle according to claim 1 or 2. The controller is
If a pedestrian collides with the front part, do not engage all of the plurality of engaging members,
The cyclist protection device for a vehicle according to claim 3. As the lifting device, the hood has a plurality of lifting devices arranged in the vehicle width direction of the vehicle,
The controller is
Activating at least one of the lifting devices far from the collision position according to the position where the cyclist collides with the front part,
The cyclist protection device for a vehicle according to any one of claims 1 to 4. The controller is
When a pedestrian collides with the front part, all of the plurality of push-up devices are operated.
The cyclist protection device for a vehicle according to claim 5.

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