JP2019069781A - Collision detection device - Google Patents

Abstract

To provide a collision detection device which can accurately detect not only a collision to a pedestrian but also a collision to a two-wheel vehicle, etc.SOLUTION: An collision detection device can detect a collision to a bumper face 101 disposed at a front part of a vehicle 100 and includes: a cylindrical sensor tube 3 disposed behind the bumper face 101 and extending in a width direction of the vehicle 100; detectors 41 and 42 capable of detecting deformation of the sensor tube 3; and an impact absorption member 2 which has a housing part 21 for housing the sensor tube 3, is disposed behind the bumper face 101, and can absorb an impact. Multiple divided parts 23 formed by forming multiple slits 22 dividing an area in a vehicle width direction are arranged in parallel to each other at a lower part of the impact absorption member 2. A connection part 24 which connects the divided parts 23 is provided at an upper part of the impact absorption member 2.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a collision detection device, and more particularly to a collision detection device capable of accurately detecting not only a collision with a pedestrian but also a collision with a two-wheeled vehicle or the like.

As a device for detecting a pedestrian's collision with a vehicle, a bumper beam disposed with the vehicle width direction as a longitudinal direction, a bumper face disposed forward of the bumper beam, and a plurality of bumper beams disposed between the bumper beam and the bumper face There is known a collision detection device including a chamber member connected to a detector and a shock absorbing member having a clearance portion disposed between a bumper face and the chamber member (see Patent Document 1).
In such a collision detection device, the chamber member is compressed rearward by the rearward movement of the gap filling portion, so that a pedestrian's collision with the vehicle can be detected.

Patent No. 5509863

  In addition, when applying a collision detection apparatus to an actual vehicle, it is necessary to consider not only collisions to pedestrians but also collisions to bicycles and their occupants, for example, which are increasing in recent years. In a collision with a two-wheeled vehicle including a bicycle, stress on the bumper face is often input from below. This is different from the case of a collision with a pedestrian whose input direction of stress is from the front.

  In the conventional collision detection device, it is difficult to detect the input of the stress from below to the bumper face and the shock absorbing member. When the shock absorbing member receives stress from below via the bumper face, deformation of the chamber member as described in Patent Document 1, that is, compression deformation of the chamber member due to backward movement of the gap filling portion is realized. It was difficult or impossible for the detector to accurately detect the collision, since it is difficult to cause deformation or deformation of the chamber member as in the case of a collision with a pedestrian.

  Therefore, the problem to be solved by the present invention is to provide a collision detection device capable of accurately detecting not only a collision to a pedestrian but also a collision to a two-wheeled vehicle or the like.

  As a means for solving the above problems, a collision detection device according to the present invention is a collision detection device capable of detecting a collision on a bumper face arranged at the front of a vehicle, which is arranged behind the bumper face A cylindrical sensor tube extending in the width direction of the vehicle, a detector capable of detecting deformation of the sensor tube, and an accommodating portion extending in the width direction of the vehicle to accommodate the sensor tube And an impact absorbing member capable of absorbing an impact, which is disposed to the rear of the bumper face, and the lower portion of the impact absorbing member is formed by inserting a plurality of slits divided in the width direction of the vehicle. The plurality of divided portions are arranged in parallel, and a connecting portion for connecting the plurality of divided portions without the slit being formed is provided at an upper portion of the shock absorbing member.

  In the collision detection device according to the present invention, preferably, the slits are formed along the vertical direction and the front-rear direction of the vehicle.

  In the collision detection device according to the present invention, it is preferable that the slit is formed in communication with the housing portion or extended to the vicinity of the housing portion.

  In the collision detection device according to the present invention, preferably, the slit is formed at a position where at least a part of the slit and the housing portion overlap when the impact absorbing member is viewed in front.

  Furthermore, in the collision detection device according to the present invention, it is preferable that the slit is formed at a position where at least a part of the slit and the accommodation portion overlap when the impact absorbing member is viewed in plan.

  Furthermore, in the collision detection device according to the present invention, it is preferable that the slit is formed such that the upper end thereof is positioned lower than the upper end of the housing portion in the vertical direction of the vehicle.

For example, when the shock absorbing member according to the present invention receives a shock caused by a collision with a pedestrian, the shock deforms the shock absorbing member and the sensor tube housed in the housing of the shock absorbing member also compresses. Thus, the detector can detect deformation of the sensor tube and consequently detect collisions.
Also, for example, when the impact absorbing member in the present invention receives an impact caused by a collision with a tire of a bicycle, a portion where the tire is pushed in locally is partially deformed in the impact absorbing member formed by a part divided by a slit. At the same time, since the local deformation causes the sensor tube to be compressed as it reaches the sensor tube contained in the housing, the detector can detect the deformation of the sensor tube and, as a result, can detect a collision.
Thus, according to the present invention, regardless of the difference in the input form of stress between pedestrian collision and motorcycle collision, in any case, the impact absorbing member is surely deformed to provide a pedestrian with many vehicle collision forms. It is possible to provide a collision detection device capable of accurately detecting not only the collision of the vehicle, but also the collision of a motorcycle or the like.

FIG. 1 is a perspective view showing a mounting position of a part of a collision detection device according to an embodiment of the present invention in a vehicle. FIG. 2 is a schematic diagram for explaining from the collision of the collision body to the collision detection device shown in FIG. 1 to the operation of the air bag device. FIG. 3 is a schematic view of the front end of the vehicle during a collision with a collision body. FIG. 4 is a schematic cross-sectional view showing an impact absorbing member and its peripheral member according to a comparative example. FIG. 5 is a schematic cross-sectional view showing the shock absorbing member and the bumper beam shown in FIGS. 1 to 3 in an enlarged manner, and FIG. 5 (a) is a collision of the shock absorbing member and the collision body shown in FIG. 5 (b) is a cross-sectional view in plan view showing a state in which the tire is pushed into the shock absorbing member from the state shown in FIG. 5 (a). Fig. 5 (c) is a schematic view, and Fig. 5 (c) is a schematic cross-sectional view in a side view showing a state in which the tire is further pushed in from the state shown in Fig. 5 (b). FIG. 6 is a schematic cross-sectional view showing an impact-absorbing member and its peripheral member according to another embodiment of the present invention.

(Overview of Basic Embodiment)
One embodiment of a collision detection apparatus according to the present invention will be described with reference to FIGS. 1 and 2.
In addition, FIG. 1 is a perspective view which shows the attachment position of a part of collision detection apparatus which is one Embodiment of this invention in a vehicle. FIG. 2 is a schematic view for explaining from the collision of the collision body to the collision detection device to the operation of the air bag device.

  FIG. 1 shows a part of a front portion of a vehicle 100 in which the shock absorbing member 2 and the sensor tube 3 according to the present embodiment are disposed.

  As shown in FIG. 1, the shock absorbing member 2 and the sensor tube 3 are members constituting the front portion of the vehicle 100, and are disposed between the bumper face 101 extending in the width direction of the vehicle 100 and the bumper beam 102. Ru.

  The bumper face 101 is one of exterior members disposed at the front end of the vehicle 100, and has a shape curved rearward from the widthwise center of the vehicle 100. The bumper face 101 is formed so as to be deformable and breakable when it receives a collision impact, and a molded body containing a resin material such as polypropylene can be adopted.

  The bumper beam 102 is attached to the front end portions of the front side frames 103 respectively disposed on the left and right sides of the vehicle 100 via a bumper beam 104 so as to transmit stress. The front side frame 103 is one of the frame members at the front of the vehicle 100 and has high rigidity. As shown in FIG. 1, a radiator 105 for cooling the engine and a condenser 106 between the pair of front side frames 103 behind the bumper beam 102 and a support member 107 for fixedly supporting these members are provided. It is arranged. Further, below the support member 107, a downward projecting portion 108 disposed so as to project to a position substantially the same as the bumper face 101 in the front-rear direction of the vehicle 100 is disposed. The lower projecting portion 108 will be described later with reference to FIG.

  As shown in FIGS. 1 and 2, the sensor tube 3 is a cylindrical member disposed behind the bumper face 101 and extending in the width direction of the vehicle 100 and along the bumper face 101. The sensor tube 3 in the present embodiment is a hollow member having flexibility and communicating from one end to the other end, and deforms when it receives an impact caused by the collision of the collision body C and causes a change in internal pressure. . The inside of the sensor tube 3 is filled with a suitable fluid capable of propagating changes in the internal pressure caused by the deformation of the sensor tube 3, and in the present embodiment, it is filled with air.

In particular, as shown in FIG. 2, both ends of the sensor tube 3 are connected to pressure sensors 41 and 42, respectively. The pressure sensors 41 and 42 are members capable of detecting a change in the internal pressure of the sensor tube 3 caused by the deformation of the sensor tube 3. For example, a sensor that detects a change in pressure using a diaphragm or the like can be employed. . In the present embodiment, when the sensor tube 3 is deformed, the air in the sensor tube 3 is discharged from at least one of the both ends. Therefore, the pressure of the discharged air is detected by the pressure sensors 41 and 42, A change in internal pressure of 3 is detectable. The pressure sensors 41 and 42 are respectively connected to the controller 5, and the controller 5 is further connected to the airbag device 6.
The pressure sensors 41 and 42 are an example of a detector in the present invention.

  The controller 5 is a member that determines the presence or absence of a collision with the bumper face 101 based on the change in the internal pressure of the sensor tube 3 detected by at least one of the pressure sensors 41 and 42. The controller 5 is configured to output a drive signal to the airbag device 6. In addition, the collision detection apparatus 1 which concerns on this embodiment assumes collision object C, such as a passenger | crew who is boarding a pedestrian or a two-wheeled vehicle, as a protection subject person. Therefore, the airbag device 6 can deploy the airbag main body that can be deployed near the rear edge of the front hood of the vehicle 100 to protect the pedestrian or the occupant of the two-wheeled vehicle, and an appropriate And the like. That is, the air bag device 6 is driven by the controller 5 based on the detection results of the pressure sensors 41 and 42.

  As shown in FIGS. 1 and 2, the sensor tube 3 is disposed so as to be sandwiched between the shock absorbing member 2 and the bumper beam 102. The impact absorbing member 2 is disposed at the rear of the bumper face 101, and is a member capable of absorbing an impact by being deformed when the impacting body C collides, and for example, a molded body containing a foamed resin material can be employed. In the present embodiment, the shock absorbing member 2 is a columnar member having a longitudinal dimension along the bumper face 101, and a cross section orthogonal to the longitudinal direction has a substantially trapezoidal shape. In particular, as shown in FIG. 1, the shock absorbing member 2 has an accommodating portion 21, a slit 22, a dividing portion 23 and a connecting portion 24.

  The housing portion 21 extends along the width direction of the vehicle 100 and the bumper face 101, and is formed substantially at the center in the vertical direction of the shock absorbing member 2 and on the rear end face side. The housing portion 21 is formed as a groove whose rear side is open. When the shock absorbing member 2 is fixedly arranged in contact with the front surface of the bumper beam 102 by adhesion or an appropriate jig or fastening member, the open portion on the rear side of the housing portion 21 is covered by the bumper beam 102 Be done. As a result, in the present embodiment, the sensor tube 3 is held in the housing portion 21 without falling out of the housing portion 21 of the impact absorbing member 2.

The slits 22 are formed along the vertical direction and the front-rear direction of the vehicle 100, and are a plurality of cuts arranged in parallel in the width direction of the vehicle 100. As shown in FIG. 2, the slit 22 extends from the front end face of the shock absorbing member 2 to the housing 21 and the rear end face, and divides the shock absorbing member 2 in the width direction of the vehicle 100. In the present embodiment, the slit 22 is formed in communication with the housing portion 21. The impact absorbing member 2 in the form of a column is divided into the dividing portion 23 and the connecting portion 24 as particularly shown in FIG. 1 by forming the slits 22 in the lower portion thereof.
The dividing unit 23 and the connecting unit 24 will be described later with reference to FIG. Further, the function and action of the slit 22 when receiving an impact caused by a collision will be described later with reference to FIG.

Then, the input form of the stress with respect to the impact-absorbing member 2 when the vehicle 100 collides with a bicycle is demonstrated, referring FIG.
FIG. 3 is a schematic view of the front end of the vehicle during a collision with a collision body. A circle indicated by a thick line located forward of the vehicle 100 in FIG. 3 is an outline of a tire T of a bicycle which is an example of a collision body.

  As shown in FIG. 3, the front of the vehicle 100 is covered at the top by a hood 109 which is a cover member. Further, a grill 110 is disposed on the front end of the vehicle 100 so as to face the front. The grill 110 is a grid-like member that allows the outside air to flow into the front of the vehicle 100 to promote heat exchange by the radiator 105 and the condenser 106.

The bumper face 101 is disposed below the grill 110, and the lower projecting portion 108 is disposed below the bumper face 101.
The lower projecting portion 108 is disposed at substantially the same position as the bumper face 101 in the front-rear direction of the vehicle 100, as shown in FIG. The lower protrusion 108 is formed of the same material as the bumper face 101. The upper end portion of the lower projecting portion 108 and the lower end portion of the bumper face 101 are integrally formed using an appropriate resin member, a metal member, or the like. The arrangement, shape, and the like of the bumper face 101 and the lower protruding portion 108 can be appropriately changed in accordance with the design of the vehicle 100. The bumper face 101 and the lower protruding portion 108 are formed so as to be broken or deformed by a collision with a pedestrian or a two-wheeled vehicle or the like.

Further, a broken line extending from the upper end portion of the accommodation portion 21 of the shock absorbing member 2 to the front end surface portion in FIG. 3 indicates the upper end edge of the slit 22.
In the vertical direction of the vehicle 100, the slit 22 is formed from the upper end portion of the accommodation portion 21 of the impact absorbing member 2 to the lower end surface portion.
Furthermore, in the front-rear direction of the vehicle 100, the slit 22 is formed to communicate with the housing portion 21 from the front end face portion of the shock absorbing member 2 at the same height as the housing portion 21 of the shock absorbing member 2. Furthermore, it is formed from the front end face portion of the shock absorbing member 2 to the rear end face portion below.

  In the present embodiment, the slit 22 communicates with the housing portion 21. However, as described later with reference to FIG. 5, the compressive deformation of the dividing portion 23 formed by the slit 22 causes the housing portion 21 and the sensor tube 3 to The slit 22 may extend to the vicinity of the accommodating portion 21 without communicating with the accommodating portion 21 as long as the light beam is propagated to the lower side.

  Accordingly, as shown in FIG. 3, since the slits 22 are not formed on the upper side of the accommodation portion 21 in the impact absorbing member 2, the connecting portion 24 which is an integral columnar portion is formed, and the lower side of the accommodation portion 21. The dividing portions 23 formed by being divided by the slits 22 are arranged in parallel. Since the slits 22 extend in the vertical direction and the longitudinal direction of the vehicle 100, the dividing portion 23 is similarly formed along the vertical direction and the longitudinal direction of the vehicle 100. This direction is a direction in which the tire T is often pushed against the shock absorbing member 2 at the time of collision with the bicycle. Further, since the connecting portion 24 formed above the housing portion 21 occupies a certain area in the shock absorbing member 2, the position of the dividing portion 23 is disturbed by vibration and impact during traveling, impact at collision, etc. Therefore, the shape of the entire shock absorbing member 2 can be maintained.

Further, in the present embodiment, the slits 22 are exposed below the shock absorbing member 2 by exposing the slits to a visible extent in all of the front end face of the shock absorbing member 2, the inner surface of the accommodation portion 21, the rear end face and the lower end face. The side portion is clearly divided as the dividing portion 23.
In the present invention, the slits are formed only in the inside of the shock absorbing member and extended to the vicinity of the surface, taking into consideration the shape stability of the shock absorbing member, etc., as long as the deformation mode of the divided portion described later is realized. You may keep it to the extent that it is not exposed. Also in this case, the slit is included in the form in which the shock absorbing member is divided.

  The case where the vehicle 100 shown in FIG. 3 collides with a bicycle will be described below.

  When the vehicle 100 collides with a tire T of a bicycle, the tire T first abuts on the lower protrusion 108 as shown by a solid line. The lower protruding portion 8 is provided for preventing a collision form in which a pedestrian, a rider of a two-wheeled vehicle, and the like are caught on the lower side of the vehicle 100. The lower protrusion 108 pops up the tire T while causing breakage or backward deformation due to a collision with the tire T. That is, the lower protruding portion 108 guides the tire T upward.

  The tire T flipped up by the contact with the lower protrusion 108 contacts the bumper face 101 from the front lower side to the rear upper side, as shown by a broken line in FIG. 3. The bumper face 101 guides the tire T flipped up to the lower protruding portion 108 slightly downward while causing breakage or deformation to the rear upper side due to a collision with the tire T. At this time, the lower protruding portion 108 is more largely broken or deformed rearward than when the tire T is flipped up.

In the tire T in which the bumper face 101 is broken or deformed, stress is input to the impact absorbing member 2 from the lower front side to the upper rear side, as shown by a dashed dotted line in FIG. 3. At this time, when the bumper face 101 is already broken, the tire T is in direct contact with the impact absorbing member 2, and when the bumper face 101 is deformed, the tire T is attached to the impact absorbing member 2 via the bumper face 101. Enter the stress.
As described above, when the vehicle 100 collides with the tire T of the bicycle, the stress caused by the collision is input from the lower front side of the impact absorbing member 2.

  In the case where the present invention is applied to a vehicle type having a low vehicle height, for example, a configuration in which the tire T abuts the bumper face 101 without providing the downward protrusion 108 or a downward protrusion 108 is provided. A collision form such as a form of abutting on the face 101 can be considered. Even in these cases, the collision of the tire T from the front lower side often occurs with respect to the bumper face 101 and the impact absorbing member 2. In this case, stress from below is input to the shock absorbing member 2 as in the collision mode shown in FIG.

(Comparative example)
Here, a collision detection device according to a comparative example will be described. As an impact-absorbing member which concerns on a comparative example, the form shown, for example in FIG. 4 can be mentioned.
FIG. 4A to FIG. 4D are schematic cross-sectional views showing an impact-absorbing member, a bumper face, a sensor tube, and a bumper beam according to a comparative example. The bumper face, sensor tube and bumper beam shown in FIGS. 4 (a) to 4 (d) use the same members as those shown in FIGS. 1 to 3, and therefore common reference symbols are attached. I assume. Further, in FIG. 4, the stress input from the front to the shock absorbing member due to a collision with a pedestrian is shown by a white arrow, and from below with respect to the shock absorbing member due to a collision with a motorcycle such as a bicycle. The stress applied is indicated by a black arrow.

  First, in the comparative example shown in FIG. 4A, the shock absorbing member 201 is used. The shock absorbing member 201 is disposed at the same height as the sensor tube 3 and the main body 91 which is disposed below the sensor tube 3 and extends from the rear surface of the bumper face 101 to the front of the bumper beam 102. It has a gap filling portion 92 which extends from the rear surface portion 101 to the vicinity of the front side of the sensor tube 3 and is connected at the front end edge of the main body 91.

  When a vehicle provided with the shock absorbing member 201 collides with a pedestrian, the shock absorbing member 201 compresses and deforms the main body portion 91 backward, and moves the gap filling portion 92 rearward to bumper beam the sensor tube 3 Press against 102. Thereby, since the sensor tube 3 is deformed, an appropriate detector such as a pressure sensor connected to the sensor tube 3 can detect the deformation of the sensor tube 3.

  On the other hand, when the vehicle provided with the shock absorbing member 201 collides with the bicycle, the shock absorbing member 201 is deformed such that the main body portion 91 and the gap filling portion 92 are pushed up from the lower front side to the upper rear side. However, such a deformation of the shock absorbing member 201 is often not a deformation in which the main body portion 91 or the space filling portion 92 compresses the sensor tube 3. Thus, it is difficult for the detector to detect the deformation of the sensor tube 3 because the sensor tube 3 is unlikely to be deformed to such an extent as to cause a change in the internal pressure.

  That is, in the comparative example shown in FIG. 4A, a collision against a pedestrian to which stress is input from the front can be detected, but a collision against a two-wheeled vehicle from which stress is input from below is difficult to detect.

  The comparative example shown in FIG. 4 (b) uses a shock absorbing member 202. The impact absorbing member 202 is a columnar member extending from the rear face of the bumper face 101 to the front face of the bumper beam 102 and having a rectangular cross section, and the groove 93 capable of receiving the sensor tube 3 at the rear end face has the bumper face 101. And along the bumper beam 102. The sensor tube 3 is sandwiched between the groove 93 of the impact absorbing member 202 and the bumper beam 102.

  When a vehicle provided with the shock absorbing member 202 collides with a pedestrian, the shock absorbing member 202 is fully compressed rearward and deformed. Thereby, the groove 93 is compressed rearward so as to reduce its internal volume, and as a result, the sensor tube 3 is pressed against the bumper beam 102. Therefore, when the collision body is pushed close to the bumper beam 102, the sensor tube 3 is deformed, so that the detector can detect the deformation of the sensor tube 3. It should be noted that when the collision body is pushed to about the approximate center of the impact absorbing member 202 and stopped in the front-rear direction of the vehicle 100, the groove 93 may not be deformed, so in this case the sensor tube 3 is not deformed Also in the detector, deformation of the sensor tube 3 can not be detected.

  Further, when a vehicle provided with the shock absorbing member 202 collides with a bicycle, the shock absorbing member 202 is deformed so as to be pushed up from the lower front side to the upper rear side. However, in such a modified form of the impact absorbing member 202, deformation of the groove 93 does not or hardly occur unless the collision body is pushed close to the groove 93. That is, the collision body is not pushed to the vicinity of the groove 93 unless it collides with the bicycle at a high relative speed, so that the sensor tube 3 accommodated in the groove 93 of the impact absorbing member 202 does not deform or hardly It is difficult for the detector to detect deformation of the sensor tube 3.

  That is, in the comparative example shown in FIG. 4B, a collision with a pedestrian whose stress is input from the front is detectable or undetectable depending on conditions, and a collision with a motorcycle whose stress is input from below is detected. Is difficult.

  The comparative example shown in FIG. 4C uses the shock absorbing member 203. The shock absorbing member 203 has a notch 94 in which the rear surface of the shock absorbing member 2 is largely cut out to the vicinity of the front, and a plate-like member extending from the bumper beam 102 to the bumper face 101 is folded back as a whole shape. Then, it has a bent plate shape extending to the bumper beam 102 again. As shown in FIG. 4C, the sensor tube 3 is disposed at the front end of the notch 94 in the impact absorbing member 203.

  When a vehicle provided with the shock absorbing member 203 collides with a pedestrian, the entire shock absorbing member 203 is compressed rearward and deformed. Specifically, in the comparative example shown in FIG. 4C, since the distance from the front surface portion of the shock absorbing member 203 to the sensor tube 3 is small, the collision body is easily pushed to the position where the sensor tube 3 is disposed. However, since the rear of the sensor tube 3 is an air gap in the impact absorbing member 203, the sensor tube 3 pressed to the rear remains only to bend backward, and the compressive deformation of the sensor tube 3 does not occur or occurs. hard. Therefore, it is difficult for the detector to detect deformation of the sensor tube 3.

  On the other hand, when the vehicle provided with the shock absorbing member 203 collides with the bicycle, the plate-like portion in the shock absorbing member 203 formed on the lower side of the sensor tube 3 is formed on the upper side of the sensor tube 3 It deforms to get close to the plate-like part. In other words, since stress directed from the lower front to the upper rear is input to the shock absorbing member 203, the upper and lower plate-like portions of the shock absorbing member 203 deform so as to sandwich and close the sensor tube 3. Since the sensor tube 3 sandwiched by the impact absorbing member 203 is compressed and deformed, the detector can detect the deformation of the sensor tube 3.

  That is, in the comparative example shown in FIG. 4C, it is difficult to detect a collision with a pedestrian whose stress is input from the front, but a collision with a two-wheeler whose stress is input from below can be detected. .

  In the comparative example shown in FIG. 4 (d), the impact absorbing member 203 is used as in the comparative example shown in FIG. 4 (c), and the notch of the impact absorbing member 203 is secured while securing the arrangement area of the sensor tube 3. Spacers 95 are disposed to fill the 94. That is, the sensor tube 3 in the comparative example shown in FIG. 4D is held between the front end portion of the notch portion 94 of the impact absorbing member 203 and the spacer 95.

  When a vehicle provided with the shock absorbing member 203 and the spacer 95 collides with a pedestrian, the shock absorbing member 203 is compressed and deformed rearward from the bumper face 101 toward the bumper beam 102 so that the sensor tube 3 can move relative to the spacer 95. It is pressed. As a result, the sensor tube 3 is deformed, so that the detector can detect the deformation of the sensor tube 3.

  On the other hand, when the vehicle provided with the shock absorbing member 203 and the spacer 95 collides with the bicycle, the shock absorbing member 203 as in the above-described comparative example of FIG. 4C does not occur or hardly occurs. Specifically, the spacer 95 inhibits the deformation of the shock absorbing member 203 even if a stress which is pushed upward from the front lower side to the rear upper side is input to the shock absorbing member 203 shown in FIG. 4D. Therefore, deformation such that the upper and lower plate-like portions of the shock absorbing member 203 sandwich and close the sensor tube 3 does not occur or does not easily occur. This makes it difficult for the detector to detect deformation of the sensor tube 3.

  That is, in the comparative example shown in FIG. 4D, a collision with a pedestrian to which stress is input from the front can be detected, but a collision with a motorcycle from which stress is input from below is difficult to detect.

  As described above, in the collision detection mode according to the comparative example, that is, in the collision detection mode for a vehicle provided with the impact absorbing members 201, 202 or 203, both the detection of a collision against a pedestrian and the detection of a collision against a two-wheeled vehicle are compatible. It was difficult to do.

(Impact Absorbing Member According to this Embodiment)
Then, the collision form of the collision body to the impact-absorbing member 2 which concerns on this embodiment is demonstrated, referring FIG.
5 is a schematic cross-sectional view showing the shock absorbing member and the bumper beam according to the embodiment shown in FIGS. 1 to 3 in an enlarged manner, and FIG. 5 (a) is the shock absorbing member shown in FIG. FIG. 5B is a schematic cross-sectional view in plan view showing a state in which a tire of a bicycle as a collision object abuts at the time of a collision, and FIG. 5B shows the tire against the shock absorbing member from the state shown in FIG. 5 (c) is a schematic cross-sectional view in a side view showing a state in which the tire is further pressed from the state shown in FIG. 5 (b).

  First, as shown in FIG. 5A, in the shock absorbing member 2, the three divided portions divided by the slits 22 are used as the first divided portion 231, the second divided portion 232, and the third divided portion 233. . In the collision mode shown in FIG. 5A, the tire T is in contact with only the second divided portion 232. At this time, as shown in FIG. 3, the tire T relatively moves from the lower front side of the impact absorbing member 2 toward the upper rear side.

  In FIG. 5, the shock absorbing member 2 and the sensor tube when the bumper face 101 is broken due to the collision to the bicycle shown in FIG. 3 and the tire T of the bicycle which is the collision object is pushed against the shock absorbing member 2 A variant of 3 is shown.

  When the tire T is further pushed into the shock absorbing member 2 from the state shown in FIG. 5 (a), the state shown in FIG. 5 (b) is obtained. Specifically, the tire T which is pushed further to the rear side from the state shown in FIG. 5A is pushed into the second divided portion 232. Thereby, the second divided portion 232 is compressed and deformed rearward. Since the first division 231 and the third division 233 adjacent to the second division 232 are respectively divided by the slits 22, even if the second division 232 receives stress from the tire T and is compressed and deformed, The first division portion 231 and the third division portion 233 do not undergo significant deformation. That is, when the tire T is pressed into only the second divided portion 232, only the second divided portion 232 is compressed and deformed, and the portion of the impact absorbing member 2 into which the tire T is pressed is locally deformed.

  As shown in FIGS. 5B and 5C, when the second divided portion 232 is compressed and deformed, the rear portion of the second divided portion 232 is pushed into the sensor tube 3 in the housing portion 21. This causes the sensor tube 3 to undergo compressive deformation. In particular, as shown in FIG. 5C, in the present embodiment, the accommodating portion 21 from the lower front side of the impact absorbing member 2 which is a track where the divided portion 23 formed by the slits 22 is a track where the tire T is often pushed. Since the tire T and the second divided portion 232 with which the tire T abuts are integrated, the tire T can move rearward without being obstructed by the other peripheral members. There is. In addition, since the connecting portion 24 is formed above the upper end portions of the housing portion 21 and the sensor tube 3, local deformation of the shock absorbing member 2, that is, a portion where the tire T is pushed in when colliding with a two-wheeled vehicle There is no adverse effect that inhibits the compressive deformation of only the dividing portion 23.

  When there is an input of stress from the front to the impact absorbing member 2 generated due to a collision with a pedestrian or the like, the impact absorbing member 2 is compressed substantially parallel to the front-rear direction of the vehicle 100. Thereby, the division part 23 and the connection part 24 are compressively deformed, and the accommodation part 21 is also deformed. When deformation of the housing portion 21 occurs, the sensor tube 3 housed in the housing portion 21 is compressed and deformed by the inner surface of the housing portion 21.

  Therefore, the present embodiment can deform the sensor tube 3 more reliably than the comparative example shown in the related art and shown in FIG. 4 and described above in the event of a collision on a pedestrian or a two-wheeled vehicle. In this embodiment, the sensor tube 3 is deformed regardless of whether it collides with a pedestrian or a two-wheeled vehicle, so that the deformation of the sensor tube 3 can be detected by the pressure sensors 41 and 42 shown in FIG. That is, in this embodiment, regardless of the difference in stress input form between pedestrian collision and motorcycle collision, collision detection to a pedestrian is detected by securely deforming the shock absorbing member 2 in any case. It is compatible with the detection of a collision on the vehicle.

  In the present embodiment, in particular, even when the collision body such as the tire T does not reach the housing portion 21 and the sensor tube 3 at the time of a collision with a two-wheeled vehicle, the housing portion 21 via the divided portion 23 in which the tire T is compressed. And the sensor tube 3 can be pressed and deformed. Therefore, in the impact absorbing member 2 having the slit 22 and the dividing portion 23, the collision body is a sensor as compared with the impact absorbing members 201, 202 and 203 not having the slit 22 and the dividing portion 23 as shown in FIG. The sensor tube 3 can be deformed even under a small impact and stress that is not pushed into the tube 3. Furthermore, in the collision detection device 1 according to the present embodiment, the deformation of the dividing portion 23, the deformation of the accommodation portion 21, and the deformation of the sensor tube 3 occur before the collision body reaches the sensor tube 3. Collisions can be detected more quickly.

  Although FIG. 5 shows a collision mode in which the tire T abuts on the second divided portion 232 only and is further pressed, for example, the dimension in the width direction of the vehicle 100 in each divided portion 23 is set smaller than the tire T In the case where the tire T has a width larger than the width shown in FIG. 5, the tire T is pressed even if there are one or more divided portions 23 with which the tire T abuts. There is no change in that only the dividing portion 23 is compressed and deformed. For example, assuming that the tire T abuts on the first divided portion 231 and the second divided portion 232 shown in FIG. 5A and is further pressed, only the first divided portion 231 and the second divided portion 232 are on the rear upper side. The third divided portion 233 does not deform significantly.

(Modification)
In FIG. 6, the modification of the impact-absorbing member in this invention was shown.
6 (a) and 6 (b) is a schematic view showing an end face of an impact-absorbing member and its peripheral member according to another embodiment. The bumper face, the sensor tube and the bumper beam shown in FIG. 6 use the same members as the members shown in FIGS. 1 to 3 and therefore will be denoted by the same reference numerals. In FIG. 6, hatching is shown to the area | region which forms a slit in each impact-absorbing member, and the site | part which a tire contact | abuts at the time of the collision to a two-wheeled vehicle is shown as a black point.
When the impact-absorbing member is viewed laterally as shown in FIG. 6, the area in which the slit is formed is an area in which the dividing portion is formed.

The difference between the shock absorbing member 71 shown in FIG. 6A and the shock absorbing member 2 is a region where a slit is formed. Specifically, the impact absorbing member 71 has an accommodating portion 21 similar to the impact absorbing member 2, and the sensor tube 3 is disposed between the accommodating portion 21 and the bumper beam 102. The shock absorbing member 71 has a slit 711.
The slit 711 is formed in an area narrower than the area in which the slit 22 is formed. This area is, for example, the minimum required compression deformation to be derived by verifying in advance the portion where the tire is pushed in at the time of a collision to a two-wheeled vehicle, the track where the tire is pushed against the impact absorbing member 71, etc. It is an example of the limited area. The upper end edge portion of the slit 711 extends from the vicinity of the contact portion of the tire on the front end face portion of the impact absorbing member 71 to the upper rear side in the direction in which the tire is pushed, and is formed to the upper end portion of the accommodation portion 21 . By forming the slit 711, the shock absorbing member 71 has the dividing portion 712 and the connecting portion 713.

  In the embodiment shown in FIG. 6 (a), when the tire is pushed from the lower front side of the impact absorbing member 71 due to a collision with a two-wheeled vehicle, divided portions formed along a track where the tire is pushed from a portion where the tire starts to abut. 712 is compressed and deformed. When the dividing portion 712 is deformed, the deformation is also transmitted to the housing portion 21. As a result, since the housing portion 21 and the sensor tube 3 are deformed, the detectors such as the pressure sensors 41 and 42 can detect the deformation of the sensor tube 3. In the embodiment shown in FIG. 6 (a), just as in the embodiment shown in FIG. The abutted portion locally causes deformation. At this time, the connecting portion 713 does not inhibit the deformation of the dividing portion 712.

  Further, in the embodiment shown in FIG. 6A, when the collision object is pushed from the front of the impact absorbing member 71 due to a collision with a pedestrian, the connecting portion 713 and the dividing portion 712 are compressed and deformed along the front-rear direction. As a result, the housing portion 21 is compressed in the front-rear direction, and as a result, the sensor tube 3 is compressed and deformed in the front-rear direction between the housing portion 21 and the bumper beam 102. Thereby, the detector can detect the deformation of the sensor tube 3.

Next, the difference between the shock absorbing member 72 shown in FIG. 6B and the shock absorbing member 2 is the form of the housing portion and the slit. Specifically, the shock absorbing member 72 has a housing portion 721 formed in a groove shape at a substantially central portion in the vertical direction of the front surface portion, and a sensor between the housing portion 721 and the rear surface portion of the bumper face 101 A tube 3 is arranged. The shock absorbing member 72 has a slit 722.
The slit 722 is a cut that extends in the vertical direction and the front-rear direction of the vehicle 100 and is arranged in parallel along the width direction of the vehicle 100, as in the case of the slit 22 described above.
The slit 722 is formed in communication with the housing portion 721 in the vertical direction of the vehicle 100, extends downward from the housing portion 721, and is formed to the lower end surface portion of the shock absorbing member 72.
Further, the slit 722 is formed from the front end face of the impact absorbing member 72 to the housing 721 and the rear end of the sensor tube 3 in the front-rear direction of the vehicle 100. By forming the slit 722, the shock absorbing member 72 has the divided portion 723 and the connecting portion 724.

  In the embodiment shown in FIG. 6B, when the tire is pushed from the lower front side of the impact absorbing member 72 due to a collision with a two-wheeled vehicle, the divided portion 723 is compressed and deformed to the upper rear side. When the dividing portion 723 is deformed, the deformation is also transmitted to the housing portion 721. As a result, since the housing portion 721 and the sensor tube 3 are deformed, the detector can detect the deformation of the sensor tube 3. In the embodiment shown in FIG. 6 (b), as in the embodiment shown in FIG. 5 and FIG. 6 (a), only the divided portion 723 in contact with the tire is deformed, that is, the shock absorbing member 72 As a whole, the portion where the tire abuts locally causes deformation. At this time, the connecting portion 724 does not inhibit the deformation of the dividing portion 723.

  Further, in the embodiment shown in FIG. 6B, when the collision body is pushed in from the front of the shock absorbing member 72 due to a collision with a pedestrian, the housing portion 721 is disposed on the front surface of the shock absorbing member 72. The colliding body compresses and deforms the housing portion 72 back and forth from the initial stage of the collision directly or through the bumper face 101. When the housing portion 721 is compressed in the front-rear direction, the sensor tube 3 is compressed and deformed in the front-rear direction between the bumper face 101 and the housing portion 721. Thereby, the detector can detect the deformation of the sensor tube 3.

  Therefore, the shock absorbing members 71 and 72 shown in FIG. 6 should be compatible in both detection of a frontal impact caused by a collision with a pedestrian and detection of a downward impact with a collision on a two-wheeled vehicle. it can.

  The upper end edge of the slit 711 and the rear end edge of the slit 722 are inclined toward the rear upper side. Thus, if the tire is pressed at a shallow angle during a collision with a two-wheeled vehicle, that is, if it is pressed at an angle closer to the horizontal direction than the penetration angle of the tire T shown in FIG. Even in this case, the compressive deformation of the divided portion can be guided toward the accommodating portion, and as a result, the accommodating portion and the sensor tube are easily deformed.

  Hereinafter, other modifications and preferable examples of the present invention will be described.

As in the embodiment shown in FIGS. 1 to 3 and FIG. 5 and the embodiment shown in FIG. 6A, the slit has at least a part of the slit and the housing portion when the impact absorbing member is viewed forward. Are preferably formed at overlapping positions. That is, it is preferable that at least a part of the slit, the housing portion and the sensor tube be provided at the same height.
If a slit is formed in such a position, for example, when the tire of the two-wheeled vehicle is pushed from the lower front side of the shock absorbing member to the upper rear side at the time of a collision with a two-wheeled vehicle, the divided portion formed by the slits is compressively deformed Furthermore, the divided part which has been deformed is easily pushed into the housing part. This is preferable because the impact absorbing member is easily deformed locally, and the impact received by the impact absorbing member is easily propagated to the housing portion and the sensor tube.

Furthermore, as in the embodiment shown in FIG. 6 (b), the slit is preferably formed at a position where at least a part of the slit and the housing portion overlap when the impact absorbing member is viewed in plan. . That is, it is preferable that at least a part of the slit, the housing portion, and the sensor tube be provided at the same position in the front-rear direction. More preferably, in addition to the at least a part of the slit overlapping the housing portion and the sensor tube when the impact absorbing member is viewed in plan, the slit is below the housing portion as shown in FIG. The form currently formed in can be mentioned.
If a slit is formed at such a position, the tire of a two-wheeled vehicle is impacted, for example, in the event of a collision with a two-wheeled vehicle, when an accommodating portion is provided on the front side of the impact absorbing member, as shown in FIG. When the absorbent member is pushed from the front lower side to the rear side and the upper side, the divided portion formed by the slit is compressed and deformed, and the deformed portion is easily pushed into the housing portion. This is preferable because the impact absorbing member is easily deformed locally, and the impact received by the impact absorbing member is easily propagated to the housing portion and the sensor tube.

  In the embodiment shown in FIG. 1 to FIG. 3 and FIG. 5, the distance between one slit 22 and the adjacent slit 22, that is, the width of the dividing portion 23 sandwiched between the one slit 22 and the adjacent slit 22 is For example, when the divided portion 23 compresses and deforms and is further pushed into the sensor tube 3, the pressure deformation range which can be detected by the pressure sensors 41 and 42 is approximately the same as or slightly larger than the required deformation width of the sensor tube 3 preferable. The width of the dividing portion 23 can be appropriately set to such an extent that the ease of deformation of the dividing portion 23 according to the width of the dividing portion 23 and the necessary deformation width of the sensor tube 3 can be balanced.

  In the embodiment shown in FIGS. 1 to 3 and 5 to 6, the slit is a cut, and the content is not provided inside the slit, but the shape retention performance of the divided portion is ensured, and division at the time of collision In order to prevent the compressive deformation of the part from shifting in the width direction of the vehicle, the inside of the slit may be filled with an adhesive or the like that exerts an adhesive strength that does not inhibit the compressive deformation of the divided part.

  In the embodiment shown in FIG. 1 to FIG. 3 and FIG. 5 to FIG. 6, the slit is a cut, and in the pre-collision state, the internal volume of the slit is substantially zero. In this way, particularly in the event of a collision on a two-wheeled vehicle, the tire is compressed by the tire without the tire getting stuck in the slit, ie between the two halves, so that the impact is transmitted to the sensor tube. Not only the function but also absorption of impact due to compression deformation of the divided portion is possible, which is preferable.

  Although the embodiment to which the invention made by the inventor has been applied has been described above, the present invention is not limited by the description and the drawings that form a part of the disclosure of the present invention according to this embodiment. For example, although the auxiliary member has a disk shape or a cylindrical shape in the embodiment, it may have another shape. That is, it is needless to say that it is needless to say that all other embodiments, examples, operation techniques and the like made by those skilled in the art based on this embodiment are included in the scope of the present invention.

1: collision detection device 2, 71 and 72: impact absorbing member, 21 and 721: accommodation portion, 22, 711 and 722: slit, 23, 712 and 723 division portion 24, 24, 713 and 724: connection portion, 3: Sensor tube, 41 and 42: pressure sensor, 5: controller, 6: air bag device, 201, 202, 203, 204 and 205: impact absorbing member according to comparative example, 91: main body portion, 92: gap filling portion, 93 A groove portion 94, a notch portion 95, a spacer 100, a vehicle 101, a bumper face 102, a bumper beam 103, a front side frame 104, a bumper side 105, a radiator 106, a condenser 107, a support member 108, and 108: Lower projection, 109: Front hood, 110: Grill, C: Impactor, T: Tire

Claims (6)

A collision detection device capable of detecting a collision with a bumper face disposed at the front of a vehicle, comprising:
A cylindrical sensor tube disposed behind the bumper face and extending in the width direction of the vehicle;
A detector capable of detecting deformation of the sensor tube;
An impact absorbing member capable of absorbing an impact, having an accommodating portion extending in the width direction of the vehicle to accommodate the sensor tube, and disposed behind the bumper face;
A plurality of divided portions formed by inserting a plurality of slits divided in the width direction of the vehicle are juxtaposed in a lower portion of the shock absorbing member.
The upper part of the shock absorbing member is provided with a connecting part that connects the plurality of divided parts without the slit being formed.
Collision detection device. The slit is formed along the vertical direction and the longitudinal direction of the vehicle.
The collision detection device according to claim 1. The slit is formed in communication with the housing portion, or is formed extending to the vicinity of the housing portion.
The collision detection device according to claim 1. The slit is formed at a position where at least a part of the slit and the housing portion overlap when the impact absorbing member is viewed forward.
The collision detection device according to any one of claims 1 to 3. The slit is formed at a position where at least a part of the slit and the housing portion overlap when the impact absorbing member is viewed in plan.
The collision detection device according to any one of claims 1 to 4. In the vertical direction of the vehicle, the slit is formed such that the upper end thereof is positioned below the upper end of the housing portion.
The collision detection device according to any one of claims 1 to 5.

Images