JP4465804B2 - Pedestrian protection device for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a pedestrian protection device for a vehicle that protects a pedestrian at the time of a collision with a pedestrian.
[0002]
[Prior art]
  In recent years, safety measures in automobiles have greatly advanced. One of the major advances is safety measures for occupants, and various technologies have already been used and studied, and mainly protect the occupant's body in the event of a collision with another vehicle or obstacle. is there.
[0003]
  For example, the impact force of the collision is absorbed by the structural change of the vehicle body so that the impact is not as much as possible to the occupant, or the seat belt with a pretensioner that takes looseness at the time of the rear-end collision, or the driver or passenger's There are many examples, such as a protective airbag.
[0004]
  Compared to such various technologies for ensuring the safety of passengers, technological development for ensuring the safety of pedestrians is still delayed, and it is thought that it will continue in the future.
[0005]
  As a technique for ensuring the safety of pedestrians, Japanese Patent Application Laid-Open No. 6-239198 deploys an airbag in the direction of travel when a vehicle is predicted to collide, and the airbag has a lower surface close to the road surface. An airbag device is disclosed in which the upper surface is positioned below the lower end of the front window, the front surface covers at least the bumper, and the shape viewed from above is substantially wedge-shaped with the front end portion of the vehicle central axis as the apex. In this patent publication, a pedestrian does not directly contact the bumper at the time of a collision, but is guided to the outside in the vehicle traveling direction and is prevented from being caught in the lower part of the vehicle body.
[0006]
[Problems to be solved by the invention]
  However, in the above technique, a pedestrian who collides with the airbag in front of the bumper is stripped off. For this purpose, there is a need for a technology that further ensures the safety of pedestrians.
[0007]
  The present invention has been made from such a viewpoint, and provides a vehicle pedestrian protection device that protects the entire body of a pedestrian in the event of a collision between an automobile and a pedestrian.
[0008]
[Means for Solving the Problems]
  That is, the invention according to claim 1 is a vehicle pedestrian protection device that deploys a buffer member to protect the pedestrian at the time of a collision with the pedestrian,
The buffer member isA first buffer member that is deployed in front of the front bumper and a second buffer member that is spaced forward from the front hood and deployed substantially above the first buffer member in front of and above the front end of the front hood. A means for predicting a collision and a means for detecting a collision, a means for expanding the first buffer member in response to the prediction of a collision, and a means for expanding the second buffer member in response to the detection of a collision. And when the first buffer member and the second buffer member are deployed, the first buffer member and the second buffer member are provided so as to be continuous in the longitudinal direction of the vehicle body.It is the vehicle pedestrian protection device characterized by being.
[0009]
  A vehicle pedestrian protection device that deploys a buffer member to protect the pedestrian at the time of a collision with a pedestrian is developed by predicting a collision or detecting a collision when the vehicle collides with a pedestrian This is a device for protecting a pedestrian by a buffer member. Although the buffer member is necessary for protecting the pedestrian, it is a hindrance during normal driving of the vehicle. Therefore, the buffer member is usually stored in the vehicle body and is deployed when it comes into contact with the pedestrian. Any cushioning member may be used as long as it can relieve the load applied to the pedestrian, such as a plastic foam, an airbag, or a gel-like shock absorber. Of these, an air bag is preferable because of its high deployment speed and the ability to store the device before deployment in a compact manner.
[0010]
  The buffer member is deployed forward and forward of the front bumper, and is upwardly spaced apart from the front hood and forward and above the front hood front end. The buffer member is deployed in front of the front bumper in order to prevent the front bumper from colliding with the front bumper at the front end of the vehicle body. This is because most of them are located above the front bumper to catch this. Here, the front hood is a hood that covers the upper surface of the engine room in a bonnet vehicle, and is a hood that is located under the front window in a vehicle other than the bonnet vehicle. When the cushioning member is deployed, the cushioning member and the front hood are not in contact with each other at least in a planar shape when being deployed away from the front hood in front of and above the front end of the front hood. Even if the deployed cushioning member is in contact with the front hood when a force is applied from the outside, or the deployed cushioning member is in contact with only the front end of the front hood, the effect of the present invention may be achieved. However, it is preferable that the buffer member and the front hood are not in contact with each other at the time of deployment.
[0011]
  With such a configuration, the pedestrian's feet, waist, upper body, and head can be reliably received. This is because, when the pedestrian comes into contact with the vehicle, the pedestrian first comes into contact with the buffer member deployed in front of the front bumper, so that the buffer member relaxes the load applied to the lower limbs. Since the buffer member is separated from the front hood and is deployed above the front bumper, if the collision force is weak, the pedestrian does not need to fall down toward the front hood. This is because even if the collision force is strong, the buffer member relieves the load applied to the pedestrian before falling into the front hood. It is preferable that the height of the cushioning member deployed above the front bumper is higher than the front edge portion of the front hood because collision with the edge portion of the front hood can be avoided.
[0012]
  As described above, since the contact of the pedestrian first occurs at the front bumper portion, it is preferable that the cushioning member is deployed forward of the bumper and then upward.
[0013]
  The buffer member is preferably in a state of covering the entire front portion of the vehicle when deployed. By carrying out like this, the buffer member can relieve | moderate the load to a pedestrian reliably.
[0014]
  The buffer member may be in any form as long as it is deployed in front of and above the front bumper.
[0015]
  One buffer member may cover the entire surface, or may be two left and right buffer members. Moreover, it is good also as three or more. When the number of the buffer members is plural, the size of each buffer member becomes smaller and the deployment speed becomes faster.
[0016]
  The buffer member is divided into a first buffer member that deploys in front of the front bumper and a second buffer member that is spaced from the front hood in front of and above the front end of the front hood and deploys substantially above the first buffer member. Thus, the shape, material, deployment method, deployment speed, etc. of the first buffer member and the second buffer member can be set separately. The first cushioning member has the role of catching the lower leg that makes contact first, and the second cushioning member has the role of catching the thigh, waist, and upper body that make contact later. Etc. can be set separately, a buffer member suitable for each can be designed.
[0017]
  It is preferable in terms of the positional relationship between the two shock-absorbing members that the first shock-absorbing member extends forward from the center or lower part of the front bumper and the second shock-absorbing member extends upward from the upper part of the front bumper.
[0018]
  When the buffer member is deployed, the first buffer member and the second buffer member are preferably combined to cover the entire front portion of the vehicle. By carrying out like this, the buffer member can relieve | moderate the load to a pedestrian reliably.
[0019]
  In addition, it is preferable that the height of the second buffer member is equal to or higher than the edge portion of the front hood because contact with the edge portion is avoided.
[0020]
  The buffer member may cover the entire surface with one each of the first buffer member and the second buffer member, or two buffer members on the left and right. Moreover, it is good also as three or more. When the number of the buffer members is plural, the buffer members become smaller and the deployment speed becomes faster. Moreover, you may change a number with a 1st buffer member and a 2nd buffer member.
[0021]
  When a pedestrian collides with a vehicle, it first comes closest to the front bumper part, and abuts against the front bumper if there is no buffer member. Therefore, the first buffer member is first deployed in front of the front bumper in response to the prediction of the collision. Next, since the upper body part falls down in the direction of the front hood, the second buffer member is expanded upward in response to the detection of the collision contacting the first buffer member. In this way, a pedestrian can be reliably received.
[0022]
  The means for predicting a collision with a pedestrian is not particularly limited. For example, there is a means for predicting by calculating the signal using various sensors. Specifically, pedestrians are detected by infrared radar, image sensors, etc., and the distance between the pedestrian and the vehicle is determined by laser radar, millimeter wave radar, etc. A means for predicting by predicting the possibility of collision with a numerical value by calculating a predicted value with a computer is preferred.
[0023]
  The means for detecting a collision with a pedestrian is not particularly limited. For example, a means for detecting a collision with the first buffer member by attaching a pressure sensor, a stress sensor, a pressure sensor, or the like to the first buffer member is preferable.
[0024]
  Next claim2The invention according to claim 1 is characterized in that the buffer member is provided with a restricting means that prevents the buffer member from expanding forward a predetermined distance or more from the front bumper.1This is a pedestrian protection device for vehicles.
[0025]
  When the buffer member is provided with a restricting means that prevents the buffer member from being developed forward by a predetermined distance or more from the front bumper, the upward development is performed quickly. The reason is described below.
[0026]
  The expansion of the buffer member is preferably performed in accordance with the final expanded form. That is, in the case of a shape that expands largely upward, it is desirable that a large amount of expansion air, gas, or the like is blown upward so as to expand upward from the beginning. However, in reality, such control is difficult, and in particular, when it is usually housed inside the bumper and deployed forward and upward during a collision, the deployment direction is mainly forward. Since the buffer member is a member that reduces the impact, the buffer member is easily deformed, and when the forward deployment force is strong, the buffer member protrudes forward from the desired deployed shape. If this happens, the upward development will be delayed. Such a situation does not occur if there is a restricting means that prevents the front bumper from being deployed forward by a predetermined distance or more.
[0027]
  The restriction means may be any material and shape that does not harm pedestrians. For example, when the cushioning member is an airbag, a flexible strap that prevents large bulging forward is bonded or sewn inside the front part of the bag, or the front part and the rear part of the airbag are partly bonded. Alternatively, it can be sewn.
[0028]
  The predetermined distance here is determined by the regulating means. For example, if the regulating means is a strap, the predetermined distance is determined by the length of the strap.
[0029]
  Next claim3The invention according to claim 1 is characterized in that the buffer member includes an inner bag and an outer bag through which gas flows, and the inner bag includes a vent hole on an upper surface.1It is a pedestrian protection apparatus for vehicles of description.
[0030]
  The shock-absorbing member of the present invention is a double-structured airbag that includes an inner bag and an outer bag, and the inner bag is present in the outer bag. The vent hole is a vent hole through which gas passes from the inner bag to the outer bag. The gas that inflates the air bag first enters the inner bag and then enters the outer bag through the vent hole. Therefore, the inner bag is sufficiently developed from the beginning, the pressure in the bag is high, and the ability to relieve the load received by the pedestrian in the initial contact with the pedestrian is high. Therefore, it is possible to prevent a so-called bottom bump in which the body hits the bumper because the pressure inside the bag is low.
[0031]
  Since the inner bag is provided with a vent hole on the top surface for allowing gas to flow out from the inner bag to the outer bag, the outer bag is promoted to be expanded upward. As a result, the outer bag deployed upward is quickly deployed.
[0032]
  The vent hole of the inner bag may be provided in addition to the upper surface. At that time, the size and number of holes are set so that the amount of gas flowing upward is maximized.
[0033]
  Next claim4The invention according to claim 1, further comprising a bending resistance means that resists bending of a portion of the cushioning member that extends above the front hood toward the front hood.1It is a pedestrian protection apparatus for vehicles of description.
[0034]
  Since the buffer member is provided with a bending resistance means that resists bending of the portion deployed upward in the front hood direction, the upper body of the pedestrian can be prevented from falling in the front hood direction.
[0035]
  The means for preventing the bending of the cushioning member is not particularly limited. Make it expensive. For example, if the cushioning member is an airbag, a means may be used in which the lower internal pressure is made higher than the upper internal pressure by dividing the inside of the bag.
[0036]
  Next claim5The invention according to claim1The pedestrian protection device for vehicles, wherein the second buffer member is deployed after the first buffer member is deployed.
[0037]
  When there is no cushioning member as in the present invention, a pedestrian who makes contact with the vehicle usually first comes into contact with the front bumper, and then comes into contact with the edge of the front hood with his / her legs and hips against the front hood. Touch. Therefore, if the second cushioning member is deployed after the first cushioning member is deployed, the deployment order of the cushioning member is the same as the order of contact of the body with the vehicle body, so that the pedestrian's body can be received effectively.
[0038]
  Next claim6The invention according to claim1The pedestrian protection device for a vehicle is characterized in that the deformation resistance to an external force in a deployed state is greater in the second buffer member than in the first buffer member.
[0039]
  The upper body of the pedestrian has a higher center of gravity than the lower body, and the magnitude of movement at the time of contact is greater than that of the lower body, and is unstable at the time of contact. Therefore, if the deformation resistance against the external force in the deployed state is made larger in the second buffer member than in the first buffer member, the unstable upper body can be firmly held and received at the time of contact.
[0040]
  In order to change the deformation resistance against external force in the deployed state between the first buffer member and the second buffer member, the material forming the buffer member can be changed, or if the buffer member is an airbag, the pressure of the gas to be blown can be changed. Change it.
[0041]
  Next claim7The invention according to claim 1 is characterized in that the front and rear thicknesses of the cushioning member deployed upward increase as it goes upward.1This is a pedestrian protection device for vehicles.
[0042]
  Since the cushioning member deployed upward increases in the front-rear thickness as it goes upward, even if a pedestrian hits the cushioning member, the cushioning member is supported by the increased thickness and does not fall down to the front hood side. That is, the pedestrian is relieved of the load received by the increasing thickness, and in particular, the upper body of the pedestrian is received.
[0043]
  The front and rear thickness of the cushioning member deployed upward increases as it goes upward. However, the uppermost portion is not limited to this, and it may be a terminal that sharply decreases the front and rear thickness.
[0044]
  Next claim82. The vehicle pedestrian protection device according to claim 1, wherein the cushioning member deployed upward is deployed upward such that the height of the cushioning member is equal to or higher than the height of the head of the pedestrian. It is.
[0045]
  Since the buffer member is expanded upward so that the height of the buffer member is equal to or higher than the height of the head of the pedestrian, the entire body of the pedestrian can be reliably received by the buffer member.
[0046]
  It is preferable that the height of the cushioning member deployed above the height of the roof of the vehicle body can receive the entire body of the pedestrian. Furthermore, if the developed height is 170 cm or more, it is more preferable because the whole body can be reliably received.
[0047]
【The invention's effect】
  Since the present invention is configured as described above, the following effects can be obtained.
[0048]
  The cushioning member is deployed in front and above the front bumper and is located away from the front hood, so that the load applied to the lower limbs of the pedestrian in front of the front bumper is reduced, and the upper body from the thigh to the front Prevent contact with the hood and relax the applied load.
[0049]
  Since the buffer member is composed of a first buffer member that is deployed in front of the front bumper and a second buffer member that is spaced apart from the front hood and is deployed substantially above the first buffer member, The upper body can be received optimally.
[0050]
  Since the buffering member is provided with the restricting means that prevents the buffer member from expanding forward by a predetermined distance or more from the front bumper, the buffer member can be quickly deployed upward.
[0051]
  The cushioning member is composed of an inner bag and an outer bag into which gas flows, and the inner bag has a vent hole on the upper surface, so that it is possible to prevent the pedestrian's lower limb from bumping into the bumper, and the cushioning member is expanded upward. Can be done quickly.
[0052]
  Since the buffer member is provided with a bending resistance means that resists bending of the portion deployed upward in the direction of the front hood, the upper body of the pedestrian can be reliably received.
[0053]
  Since the second buffer member is deployed after the first buffer member is deployed, the pedestrian's body can be reliably received.
[0054]
  Since the deformation resistance against the external force in the unfolded state is greater in the second buffer member than in the first buffer member, the upper body of the pedestrian can be held and reliably received.
[0055]
  The first buffer member is deployed in anticipation of a collision with the pedestrian, and the second buffer member is deployed by detecting the collision with the pedestrian, so that the upper body of the pedestrian can be reliably received.
[0056]
  Since the front-rear thickness increases as the portion developed above the buffer member goes upward, the pedestrian's upper body can be reliably received.
[0057]
  Since the buffer member expands upward so as to be higher than the pedestrian's head, the upper body of the pedestrian can be reliably received up to the head.
[0058]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0059]
  -1streferenceForm of-
  Figure 1 shows the firstreferenceA side cross-sectional view of the first embodiment is shown in FIG.referenceThe front view of the form of is shown. FirstreferenceIn this embodiment, the cushioning member is the airbag 14. In FIG. 1, there is a vehicle body 2 on the right side, a pedestrian 1 on the left side, and an airbag 14 that is vertically elongated and has a substantially elliptical cross section extends from the front bumper 10. Before deployment, the airbag 2 is stored in a folded state in two airbag storage portions 3 provided in the front bumper 10 located at the front end of the vehicle body 2, and the gas is adjacent to the folded airbag 14. Supply means are provided (not shown). At the time of deployment, one end of the airbag 14 is fixed to the airbag fixing portion 3 a and is deployed forward and upward of the front bumper 10.
[0060]
  The airbag 14 is deployed away from the front hood 11 and has a strap 6 as a restricting means so as not to be deployed forward from the front bumper 10. The airbag 14 has a bending resistance means 7 so as not to bend toward the front hood, and is deployed to a position higher than the head of the pedestrian 1. As shown in FIG. 2, the same front surface of the vehicle body 2 is covered with two identical airbags 14 provided on the left and right.
[0061]
  The airbag 14 includes an inner bag 4 and an outer bag 5. The inner bag 4 is wrapped inside the outer bag 5. The gas for deploying the airbag 14 first flows into the inner bag 4 and then flows into the outer bag 5 from there. The inner bag 4 and the outer bag 5 may be any material as long as it is a known air bag material such as cloth or plastic sheet or a material having sufficient strength as a buffer member for receiving a pedestrian.
[0062]
  The inner bag 4 is smaller than the outer bag 5 and is preferably large enough to cover half or all of the height direction of the front portion of the front bumper 10. The inner bag 4 is deployed from the airbag fixing portion 3a to the front of the front bumper 10, but is regulated so as not to be deployed too far forward by the strap 6 that is a regulating means. One end of the strap 6 is fixed to the airbag fixing portion 3a by bonding or riveting, and the other end is fixed to the front end portion when the inner bag 4 is deployed by bonding or sewing. The strap 6 may be any strap as long as it can support the inner bag 4 against the deployment strength, but a strap, a belt-like cloth or the like that has high tensile strength and can be folded is preferable. It is preferable to provide a plurality of straps 6 so as to reliably restrict excessive forward expansion. In the cross-sectional portion of FIG. 1, two upper and lower parts are shown.
[0063]
  The inner bag 4 has a vent hole 8 on its upper surface, and supplies gas to the outer bag 5 from there. Since the gas is supplied upward, the outer bag 5 quickly expands upward.
[0064]
  Since the inner bag 4 is smaller than the outer bag 5, gas first enters and quickly inflates in front of the front bumper 10 to catch the lower leg part where the pedestrian 1 first contacts. Further, since the gas pressure is high, it is possible to prevent a so-called bottom butt where the lower leg directly hits the front bumper 10.
[0065]
  The outer bag 5 is larger than the inner bag 4, is spaced apart from the front hood 11 and expands upward, and is higher than the head of the pedestrian 1. In front of the front bumper 10, the strap 6 a passed from the inner bag 4 is restricted so as not to unfold forward. Here, the strap 6 extending from the airbag fixing portion 3 a and the strap 6 a fixed to the outer bag 5 are fixed to the same portion 6 b of the inner bag 4. The regulating means of the outer bag 5 may be formed by passing the strap 6a from the inner bag 4 to the outer bag 5 in this way, or the inner bag 4 and the outer bag 5 may be partially bonded or stitched together. . Further, like the strap 6 of the inner bag 4, it is preferable that a plurality of regulating means is provided. In FIG. 2, a total of four straps 6, up, down, left, and right are shown in front of the airbag storage unit 3.
[0066]
  The outer bag 5 is provided with bending resistance means 7 around the middle part in the vertical direction. The bending resistance means 7 is provided with a ventilation part 13 through which a gas passes in a part of the cloth by passing the cloth in the horizontal direction and fixing the end part to the outer bag 5 by sewing or the like. Thereby, the gas pressure is higher at the lower side than the bending resistance means 7 as compared with the upper side, and it is difficult to bend toward the front hood 11 side. Here, the bending resistance means 7 also serves as a restricting means for preventing the air bag from being developed too far forward, and also serves to adjust the shape of the airbag when it is deployed. The means for bending resistance is not limited to this shape and method.
[0067]
  The outer bag 5 is largely unfolded upward and catches the waist, upper body, and head from the lower limbs of the pedestrian 1 at the time of collision. Has no strength. Further, the material, gas pressure, etc. are designed so as not to bottom the front hood 11.
[0068]
  An air vent hole 9 is provided in the upper surface of the outer bag 5 and on the surface opposite to the surface facing the pedestrian 1, that is, the surface on the front hood 11 side. In FIG. 1, it is the upper right side of the outer bag 5. This is for extracting gas from the airbag 14 after a pedestrian collision. It is provided on the front hood 11 side so that hot gas inside does not blow out to the pedestrian 1.
[0069]
  The outer bag 5 and the inner bag 4 are stored in the airbag storage part 3 inside the front bumper 10 in a folded state before deployment. The airbag housing part 3 is formed so as not to expose the protrusions and the edges of the members so that the airbag can be smoothly deployed without tearing when the airbag is deployed. Further, it is fixed to an airbag fixing portion 3a on the rear wall surface of the airbag housing portion 3 with an adhesive or a rivet so that the deployment direction is directed to an appropriate direction. And the cover is hung on the surface and protected. The cover is made so that the airbag can be smoothly deployed by protecting the airbag from rain, dust, sunlight, etc., and opening or breaking when the airbag is inflated.
[0070]
  The gas supply means for deploying the airbag may be any means as long as it can quickly obtain a deployment strength sufficient for receiving a pedestrian. For example, an inflator that uses a gas generating agent that generates a large amount of nitrogen gas by combustion, which is used in an airbag installed in a cab. The inflator is installed in the vicinity of the airbag fixing portion 3a.
[0071]
  −firstEmbodiment of-
  In FIG.first4 is a side sectional view of the embodiment of FIG.firstThe front view of embodiment of this is shown.firstThe embodiment includes a first airbag 17 and a second airbag 18. As shown in FIG. 3, the first airbag 17 is deployed forward from the first airbag storage portion 15 provided at the lower part of the front bumper 10, and the second airbag 18 is provided at the upper part of the front bumper 10. The second airbag storage unit 16 extends upward and is spaced apart from the front hood 11. As shown in FIG. 4, each airbag before deployment is stored in the airbag storage portions 15 and 16 installed long in the vehicle width direction from the beginning in a long state in the vehicle width direction. That is, these airbags 17 and 18 are of a type similar to a curtain airbag that protects the side of the vehicle occupant.
[0072]
  One end of these airbags may be fixed to the vehicle body, and gas may be blown from the other end, or both ends may be fixed and gas may be blown from the middle portion. A plurality of gas inlets and a plurality of fixing portions may be provided.
[0073]
  The second airbag 18 has the inner airbag 4. The inner airbag 4 has a vent hole 8 on its upper surface for quick upward deployment, and has an end in the vehicle width direction that is opened quickly in the vehicle width direction.
[0074]
  Since the pedestrian's lower limbs and the front bumper 10 are first contacted when colliding with the pedestrian, the first airbag 17 is first deployed in front of the front bumper 10, and then the second airbag 18. Expands upward. The second airbag 18 is deployed when the collision with the pedestrian becomes certain, or after contacting the first airbag 17. However, since it is a short time for the upper body to fall into the front hood 11 after the collision of the lower limbs, the time difference in deployment is slight.
[0075]
  Since the volume of the second airbag 18 is larger than that of the first airbag 17, a large amount of gas is required to deploy the airbag, and it is better to quickly generate the gas and send it into the airbag. That is, it is preferable that the second airbag 18 has a higher deployment speed than the first airbag 17.
[0076]
  Further, the deformation resistance to the external force in the deployed state of the two airbags is the gas pressure in the bag, but the second airbag 18 is larger than the first airbag 17. Since the second airbag 18 needs to catch the abdomen and head that are vulnerable to the applied load, the deformation resistance is increased to prevent contact with the front hood 11.
[0077]
  For the purpose as described above, it is preferable to increase the number of inflators of the second airbag 18 than the first airbag 17 or use an inflator with a large gas amount and a high gas generation rate for the second airbag 18. .
[0078]
  As shown in FIG. 3, the strap 6 is installed in the first airbag 17, and as shown in FIG. ing.
[0079]
  firstIn the embodiment, the airbag material, the shape and material of the strap 6, the bending resistance means 7, etc.referenceSince it is the same as the embodiment, the description is omitted.
[0080]
  −Second referenceForm of-
  In FIG.Second reference6 is a side sectional view ofSecond referenceThe front view of the form of is shown.Second referenceThis is the airbag 19 having one cushioning member. The airbag 19 has a long shape extending in the vehicle width direction, is accommodated in an airbag accommodating portion 20 extending in the vehicle width direction, and expands forward and upward. Since the airbag has a simple structure, the device and the control mechanism are simple.
[0081]
  As shown in FIG. 6, the straps 6 are also provided at five locations only on the upper front side of the airbag storage unit 3.
[0082]
  Second referenceIn the embodiment, the airbag material, the shape and material of the strap 6, the bending resistance means 7, the gas supply means, etc.referenceSince it is the same as the embodiment, the description is omitted.
[0083]
  −secondEmbodiment of-
  In FIG.secondSectional drawing of the side surface of this embodiment is shown.secondIn this embodiment, the cushioning member is composed of the first airbag 17 and the second airbag 18.firstThe difference from the embodiment is that the amount of the upward deployment of the second airbag 18 is small and low. If it is low in this way, the second airbag 18 itself becomes small and can be quickly deployed, so that it can be deployed immediately at the time of collision to reliably catch a pedestrian. As shown in FIG. 7, since the second airbag 18 covers up to the edge portion 12 of the front hood 11 that causes great damage to the pedestrian in the absence of such a buffer member, the pedestrian can move the front hood 11. It is received without coming into contact with the edge portion 12.
[0084]
  secondIn the embodiment, the first airbag 17, the material of the airbag, the strap 6, the gas supply means, etc.First reference formOrfirstSince this is the same as the embodiment, the description is omitted.
[0085]
  −Third referenceForm of-
  Figure 8Third referenceThe side view of the form of is shown.Third referenceThe form is an airbag 19 in which the cushioning member is integrated and deployed forward and forward of the front bumper 10. The airbag 19 increases in thickness in the front-rear direction as it goes upward. In FIG. 8, the strap 6 is also arranged above the edge portion 12 of the front hood 11 so as not to bulge forward, and also plays a role of adjusting the shape when deployed.
[0086]
  The airbag 19 is held by the bending resistance means 7 so as not to bend in the direction of the front hood 11. At the same time, because the front and rear thicknesses increase as you go upward, there is a portion where the front and rear thicknesses increase between the front hood 11 and the pedestrian even if the pedestrian collides. The front hood 11 does not fall down greatly and is supported and received.
[0087]
  Third referenceIn the embodiment, a single airbag 19 is used.referenceAn air bag having a double structure of an inner bag and an outer bag may be used as in the embodiment. Moreover, you may provide two airbags of the front and upper direction like 1st embodiment. In addition, regarding the airbag material, the strap 6, the bending resistance means 7, the gas supply means, etc., the firstreferenceSince it is the same as the embodiment, the description is omitted.
[0088]
  -Control of expansion of cushioning member that unfolds integrally forward and upward-
  FIG. 9 shows a block diagram of one example of control of the expansion of the buffer member that is integrally expanded forward and upward. FIG. 10 shows a subroutine for this control. This control is the firstsecondThe secondthreeofreferenceAlthough used in the example, the control of the present invention is not limited to this control method.
[0089]
  The block diagram of FIG. 9 will be described. The signals from the three sensors on the left are transmitted to the CPU 34 for calculation. Then, based on the result, a signal is transmitted from the CPU 34 so as to operate the right three safety devices.
[0090]
  Next, FIG. 10 will be described. If there are pedestrians or obstacles ahead while driving the vehicle, collision prediction is detected. Specifically, the collision prediction sensor 31 on the left side of FIG. 9 measures the distance from the object ahead, and calculates the possibility of collision numerically by calculating the distance between the vehicle and the predicted distance at which the vehicle stops with braking. In the collision possibility determination step S1, when it is determined that the collision possibility is larger than the predetermined value A, the possibility of collision is high, and therefore various occupant protection devices are preliminarily operated. This is, for example, to pre-actuate the seat belt pretensioner 37. If the possibility of collision is smaller than a predetermined value A, a return is made.
[0091]
  Then, the collision target is determined in the collision target determination step S2. What is predicted to collide by the pedestrian detection sensor 32 such as an infrared sensor or an image sensor on the left side of FIG. 9 is determined as to whether or not it is a pedestrian. If it is determined that the person is a pedestrian, the process proceeds to the next step. If it is determined that the person is not a pedestrian, the process returns. Note that this determination need not be performed when the accuracy of the sensor is low or when the determination takes time. In FIG. 10, it is the part which is enclosed by the ellipse of a dotted line and is marked with *.
[0092]
  The next step is a determination step S3 as to whether it is within a predetermined time of the predicted collision time. The predicted collision time is calculated from the distance to the pedestrian, the speed of the vehicle, and the predicted distance to stop by applying a brake. This operation is performed because a certain amount of time is required for the buffer member to expand. If it is within a predetermined time of the predicted collision time, the buffer member is deployed. Thus, the pedestrian is protected by the buffer member at the time of collision. If it is not within the predetermined time of the predicted collision time, a return is returned.
[0093]
  Next, actual collision detection is performed by the collision detection sensor 33 on the left side of FIG. If it is determined in the collision occurrence determination step S5 that a collision has been detected, the passenger protection devices such as the air bag 36 and the seat belt pretensioner 37 on the right side of FIG. 9 are fully activated to ensure the safety of the passenger.
[0094]
  -Control of the expansion of the two front and upper shock absorbers-
  FIG. 11 shows a block diagram of an example of controlling the deployment of a system having two front and upper cushioning members. FIG. 12 shows a subroutine for this control. This controlfirst,secondHowever, the control of the present invention is not limited to this control method.
[0095]
  Since this control is partly the same as the above-described control of the expansion of the buffer member that unfolds integrally in the forward and upward directions, the difference will be described.
[0096]
  In the block diagram of FIG. 11, the first buffer member contact detection sensor 38 is added to the left side as a sensor and the second buffer member 40 is added to the right side as an operation object in the block diagram of FIG. In addition, you may think that the buffer member 35 in FIG. 9 is the same as the 1st buffer member 39 of FIG.
[0097]
  The subroutine is the same as FIG. 10 until the first buffer member of FIG. 12 is deployed. In FIG. 10, the first buffer member is used instead of the first buffer member. Thereafter, contact with the first buffer member is detected by the first buffer member contact detection sensor, contact is determined in step S4 for determining contact with the first buffer member, and if it is determined that there is a contact, the second buffer member is detected. Expand. If it determines with no contact, it will return to the step of the contact detection to a 1st buffer member.
[0098]
  Here, as a condition for deploying the second buffer member, the second predetermined value in which the collision possibility calculated by the collision prediction detection is not the contact detection to the first buffer member as described above but is larger than the predetermined value A. It can also be preferably employed when it becomes larger than B or when a predetermined time elapses after the first buffer member is deployed. Any one of these three conditions may be used, or a plurality of conditions may be arranged in parallel, and the second buffer member may be deployed when any of the conditions is satisfied. These operations are portions of operations surrounded by a one-dot chain line in FIG. 12 and marked with 2). In this way, the pedestrian can be surely protected. The subsequent flow is the same as in FIG.
[Brief description of the drawings]
FIG. 1 is a side sectional view of a first reference embodiment.
FIG. 2 is a front view of the first reference form.
FIG. 3 is a side sectional view of the first embodiment.
FIG. 4 is a front view of the first embodiment.
FIG. 5 is a side sectional view of the second reference embodiment.
FIG. 6 is a front view of the second reference embodiment.
FIG. 7 is a side sectional view of the second embodiment.
FIG. 8 is a side sectional view of a third reference embodiment.
FIG. 9 is a block diagram of a control system for deploying a buffer member that unfolds integrally forward and upward;
FIG. 10 is a diagram showing a subroutine for controlling the expansion of the buffer member that unfolds integrally forward and upward;
FIG. 11 is a block diagram of a control system for unfolding the two front and upper buffer members.
FIG. 12 is a diagram showing a subroutine for controlling the expansion of two front and upper cushioning members.
[Explanation of symbols]
1 Pedestrian
2 Vehicle
3 Airbag storage
3a Airbag fixing part
4 Inner bag
5 Outer bag
6 Strap
6a strap
6b Strap fixing part
7 Bending resistance means
8 Bent hole
9 Air vent hole
10 Front bumper
11 Front hood
12 Edge of front hood
13 Ventilation part
14 Airbag
15 First airbag compartment
16 Second airbag compartment
17 First airbag
18 Second airbag
19 Airbag
20 Airbag storage
31 Collision prediction sensor
32 Pedestrian detection sensor
33 Collision detection sensor
34 Control means (CPU)
35 cushioning member
36 Driver / passenger airbag
37 Driver's / passenger seat belt pretensioner
38 First buffer member contact detection sensor
39 First cushioning member
40 Second buffer member
S1 Collision possibility determination step
S2 Collision target determination step
S3 Step of determining whether or not it is within a predetermined time of the predicted collision time
S4 Step of determining contact with first buffer member
S5 collision occurrence determination step

Claims (8)

A vehicle pedestrian protection device that deploys a buffer member to protect the pedestrian at the time of a collision with the pedestrian,
The cushioning member includes a first cushioning member deployed in front of the front bumper and a second cushioning member deployed in front of and above the front hood front end and spaced apart from the front hood and deployed substantially above the first cushioning member. Become
A means for predicting a collision with a pedestrian and a means for detecting a collision are provided. The means for expanding the first buffer member in response to the prediction of the collision and the means for expanding the second buffer member in response to the detection of the collision are provided. Means,
When the first buffer member and the second buffer member are deployed, the first buffer member and the second buffer member are provided so as to be continuous in the vehicle body front-rear direction . Pedestrian protection device. The buffer member is pre claim 1 Symbol placement of pedestrian protection device characterized in that it comprises a regulating means which preclude the deployed from bumper to the front than the predetermined distance. The buffer member, the gas is composed of an inner bag and outer bag entering, the inner bag is pedestrian protection apparatus according to claim 1, characterized in that it comprises a vent hole on the top surface. Expanded portion above the cushioning member, pedestrian protection apparatus according to claim 1, characterized in that it comprises a bending resistance means for resisting against the bent front hood direction. The vehicle pedestrian protection device according to claim 1, wherein the second buffer member is deployed after the first buffer member is deployed. The pedestrian protection device for a vehicle according to claim 1, wherein the second shock-absorbing member has a larger deformation resistance to an external force in the deployed state than the first shock-absorbing member. Cushioning member to expand upward, claim 1 Symbol placement of pedestrian protection device characterized in that the thickness before and after is increased toward the upper side.   2. The pedestrian protection device for a vehicle according to claim 1, wherein the cushioning member deployed upward is deployed upward such that the height of the cushioning member is equal to or higher than the height of the pedestrian's head.

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