JP4784535B2 - Vehicle safety device - Google Patents

Description

  The present invention relates to a vehicle safety device, and more particularly to a vehicle safety device for reducing an impact load caused by a collision.

There is known a vehicle body structure that can efficiently block the impact propagation from the chassis frame to the cabin at the time of a collision, and can further increase the ability to absorb impact energy (Patent Document 1). An automobile in which a passenger compartment is incorporated in a vehicle as a separation unit is known (Patent Document 2). In this automobile, at the time of a collision, the passenger compartment is arranged in the remaining portion of the vehicle, and the vehicle is directed in the vertical and vertical directions of the vehicle simultaneously with respect to the remaining portion of the vehicle by the guide surface where the passenger compartment is indicated. A device for enabling displacement is provided to reduce the risk of damage to the vehicle occupant during a collision. In this device, the passenger compartment is movable in the direction opposite to the impact.
JP 2004-255036 A Special table 2006-504563

  However, in the techniques described in Patent Document 1 and Patent Document 2, the vehicle body portion and the passenger space chamber are separated after the collision is detected, so that only the propagation of the impact is cut off. The kinetic energy of the passenger space chamber itself There is a problem that the reduction of the collision energy applied to the occupant is insufficient.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle safety device that can effectively reduce collision energy applied to an occupant.

In order to achieve the above object, a vehicle safety device according to a first aspect of the present invention includes an occupant space portion and an impact absorbing portion for absorbing the impact of a collision, and the traveling direction is independent of the vehicle power mechanism. And a connecting portion that connects the power mechanism and the passenger compartment and is capable of disconnecting the connection, and whether or not the vehicle collides with a collision target. When the collision is predicted by the prediction unit and the prediction unit, the connection between the power mechanism and the passenger compartment by the connection unit is performed before the vehicle collides with the collision target. When the connection between the power mechanism and the passenger compartment by the connection portion is disconnected by the disconnection control means that controls to disconnect, and the disconnection control means, before the vehicle collides with the collision object, The traveling direction Moving means for moving the passenger compartment in the opposite direction, and the shock absorbing portion is a pair of first and second frames whose intermediate portions are rotatably connected via a first rotary joint. And a pair of third and fourth frames whose ends are mutually connected via a second rotary joint, and whose ends are mutually connected via a third rotary joint. A pair of fifth and sixth frames, and the other end of the third frame is rotatably connected to one end of the first frame via a fourth rotary joint, The other end of the 4 frame is rotatably connected to one end of the second frame via a fifth rotary joint, and the other end of the fifth frame is connected to the other end of the second frame via a sixth rotary joint. 6th frame The other end of the arm is pivotally connected to through the one end and the seventh rotary joint of the first frame, the impact absorbing portion, between the fifth rotary joint and the fourth rotating joint, the A first damper disposed along a direction intersecting the traveling direction; a second damper disposed between the sixth rotational joint and the seventh rotational joint along a direction intersecting the traveling direction; The travel direction is between the first rotation joint and the second rotation joint, the third damper is disposed along the travel direction, and between the first rotation joint and the third rotation joint. And a fourth damper disposed along the line .

  According to the vehicle safety device of the first invention, the passenger compartment is provided to be movable in the direction opposite to the traveling direction independently of the vehicle power mechanism, and the power mechanism and the passenger compartment are connected by the connecting portion. It is connected. Here, when the prediction unit predicts whether or not the vehicle collides with the collision target, and when the prediction unit predicts that the vehicle will collide, the separation control unit before the vehicle collides with the collision target. Then, control is performed so as to disconnect the connection between the power mechanism and the passenger compartment by the connecting portion.

  Then, when the connection between the power mechanism and the passenger compartment by the connecting portion is disconnected by the disconnection control means, the moving means moves the passenger compartment in the direction opposite to the traveling direction before the vehicle collides with the collision target. Thus, the speed of the passenger compartment is reduced, and the kinetic energy of the passenger compartment is reduced. After that, the vehicle collides with the collision object, and the impact of the collision is applied to the decelerated passenger compartment with a delay.

  In this way, when a collision is predicted, before the vehicle collides with the collision object, the passenger compartment is moved in the direction opposite to the traveling direction, the speed of the passenger compartment is reduced, and the movement of the passenger compartment Since the impact of the collision is applied to the passenger compartment with the energy reduced, the collision energy applied to the passenger can be effectively reduced.

  Here, the power mechanism refers to a mechanism for moving the vehicle.

A vehicle safety device according to a second aspect of the present invention includes an occupant space portion and an impact absorbing portion for absorbing the impact of a collision, and is provided so as to be movable in a direction opposite to the traveling direction independently of the vehicle power mechanism. A connecting portion that connects the occupant compartment, the power mechanism and the occupant compartment, and is capable of disconnecting the connection; predicting means for predicting whether or not the vehicle collides with a collision target; When the prediction unit predicts that the vehicle will collide, before the vehicle collides with the collided body, the connection between the power mechanism and the passenger compartment by the connecting unit is disconnected and the direction opposite to the traveling direction is reversed. Moving means for moving the passenger compartment in a direction, and the shock absorbing portion includes a pair of first and second frames whose intermediate portions are rotatably connected via a first rotary joint; , One end of each other is the second rotation A pair of third frames, a fourth frame, and a pair of fifth frames, one end of which is rotatably connected via a third rotary joint, The other end of the third frame is rotatably connected to one end of the first frame via a fourth rotary joint, and the other end of the fourth frame is the second frame. And the other end of the fifth frame is rotatably connected to the other end of the second frame via a sixth rotary joint, and The other end of the frame is pivotally connected to one end of the first frame via a seventh rotary joint, and the shock absorber is located between the fourth rotary joint and the fifth rotary joint. Along the direction that intersects the direction of travel A first damper disposed; a second damper disposed between the sixth rotation joint and the seventh rotation joint along a direction intersecting the traveling direction; the first rotation joint; A third damper disposed along the traveling direction between the two rotation joints, and a fourth damper disposed along the traveling direction between the first rotation joints and the third rotation joint. And further comprising .

  According to the vehicle safety device of the second invention, the passenger compartment is provided to be movable in the direction opposite to the traveling direction independently of the vehicle power mechanism, and the power mechanism and the passenger compartment are connected by the connecting portion. It is connected. Here, the prediction means predicts whether or not the vehicle will collide with the collision target.

  When the collision is predicted by the prediction unit, the moving unit disconnects the connection between the power mechanism and the passenger compartment before the vehicle collides with the collision target, and the direction opposite to the traveling direction. The passenger compartment is moved to reduce the speed of the passenger compartment and reduce the kinetic energy of the passenger compartment. After that, the vehicle collides with the collision object, and the impact of the collision is applied to the decelerated passenger compartment with a delay.

  In this way, when a collision is predicted, before the vehicle collides with the collision object, the passenger compartment is moved in the direction opposite to the traveling direction, the speed of the passenger compartment is reduced, and the movement of the passenger compartment Since the impact of the collision is applied to the passenger compartment with the energy reduced, the collision energy applied to the passenger can be effectively reduced.

  The moving means can be moved by pushing the passenger compartment in the direction opposite to the traveling direction. Thus, the speed of the passenger compartment can be reduced by pushing the passenger compartment in the direction opposite to the traveling direction.

The above-mentioned passenger compartment, Ru provided with a shock absorbing unit for absorbing the impact of the collision. Thereby, the collision energy added to a passenger | crew can further be reduced.

In addition, the shock absorbing portion includes a pair of first and second frames whose intermediate portions are connected to each other via a first rotary joint, and one end portion of each other via the second rotary joint. A pair of third and fourth frames that are pivotably connected to each other, and a pair of fifth and sixth frames that are pivotally connected to each other via a third rotary joint. The other end of the third frame is pivotably connected to one end of the first frame via a fourth rotary joint, and the other end of the fourth frame is one end of the second frame. And the other end of the fifth frame is rotatably connected to the other end of the second frame via the sixth rotary joint, and the other end of the sixth frame. The end is the same as one end of the first frame and the seventh It is pivotally connected via a rolling joint.

With this configuration, when a collision target collides from the traveling direction with respect to the vehicle on which the shock absorbing unit is mounted , the collision load is a force (compression force) that reduces the distance between both ends in the traveling direction. It is distributed and input into a force (tensile force) that expands the distance between both ends in the direction intersecting the traveling direction, and a collision load can be absorbed by deformation of each part of the shock absorbing portion .

  Therefore, it is possible to disperse and absorb the impact caused by the collision from the traveling direction, and to reduce the collision energy applied to the occupant during the collision from the traveling direction.

In the vehicle safety device according to the first to second aspects of the invention, the second rotary joint is connected to a front end portion of the passenger compartment or a skeleton member of the passenger compartment, and the third rotary joint Is connected to a rear end portion of the passenger compartment or the skeleton member of the passenger compartment, and the fourth rotary joint is connected to a front portion of the right end of the passenger compartment or the skeleton member, and the fifth A rotary joint is connected to a front portion of the left end of the passenger compartment or the skeleton member of the passenger compartment, and the sixth rotary joint is connected to a rear portion of the right end of the passenger compartment or the skeleton member. The seventh rotation joint may be connected to a rear portion of the left end of the passenger compartment or the skeleton member of the passenger compartment.

According to this arrangement, if the vehicle collision absorber is mounted, the colliding body collides the running direction, the collision load is input to the collision absorbing portion as a load of the traveling direction and the reverse direction, multiply membered The collision load input to the collision absorbing portion is applied to the skeleton member of the passenger compartment or the passenger compartment, and the force that reduces the distance between the two ends in the traveling direction (compression force) and the force that increases the distance in the direction intersecting the traveling direction. (Tensile force) is distributed and input, and the collision load can be absorbed by deformation of the passenger compartment or each part of the skeleton member of the passenger compartment.

  Therefore, it is possible to disperse and absorb the impact caused by the collision from the traveling direction, and to reduce the collision energy applied to the occupant during the collision from the traveling direction.

Further, the vehicle safety device including the above-described collision absorbing portion causes a displacement in which the entire lengths of the third damper and the fourth damper are extended and the entire lengths of the first damper and the second damper are reduced. When the passenger compartment is moved in the direction opposite to the traveling direction by the driving means and the moving means, before the vehicle collides with the collision object, the driving means causes the first damper, Drive control means for causing the displacement to occur in the second damper, the third damper, and the fourth damper may be further included. Thus, the vehicle before collision with the collision object, displacement of the direction of the collision (reduced to the running direction, the direction to expand in a direction intersecting the running direction) and expand in the opposite direction (traveling direction, the traveling direction since to pre Me displaced in direction) to reduce in a direction crossing the displacement amount of the displacement of the time of collision with the impact body from the travel direction of the vehicle (stroke) can be increased, the vehicle is the collided object The collision energy applied to the occupant when colliding with the vehicle can be further reduced.

  As described above, according to the vehicle safety device of the present invention, when a collision is predicted, the passenger compartment is moved in the direction opposite to the traveling direction before the vehicle collides with the collision target. Since the impact of the collision is applied to the passenger compartment in a state where the speed of the passenger compartment is reduced and the kinetic energy of the passenger compartment is reduced, the impact energy applied to the passenger can be effectively reduced. It is done.

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

  As shown in FIGS. 1A and 1B, the vehicle safety device 10 according to the first embodiment includes a front end plate and a rear side of the vehicle body 12 by a rail 14 on the vehicle body 12 of the automobile A. An occupant space chamber 16 that is movably installed in the front-rear direction between the end plates and that is separable from the vehicle body 12, a front end plate of the vehicle body 12, and the front of the occupant space 16 The electromagnetic chuck 18 as a connecting portion that can connect and disconnect the vehicle body portion 12 and the passenger space chamber 16, and the front end plate of the vehicle body portion 12, when extended, And a compression spring 20 for pushing the occupant space chamber 16 backward by a repulsive force.

  Here, the vehicle body unit 12 includes a power mechanism for moving the automobile A, and the power mechanism is a mechanism including, for example, an engine, a gear, a transmission, a tire, and a drive shaft.

  The compression spring 20 is formed so that the deceleration of the passenger space 16 due to the repulsive force is equal to or less than the deceleration that the passenger can withstand.

  The vehicle safety device 10 includes an impact absorbing mechanism 22 provided in front of the passenger space 16, and the impact absorbing mechanism 22 is deployed after the front end plate of the vehicle body 12 and the passenger space 16 are separated. It has a structure to do. The shock absorbing mechanism 22 is composed of, for example, an aluminum honeycomb or a thin box energy absorbing structure, and is deployed forward by a deployment mechanism or the like as shown in FIG. As shown in FIG. 2A, the shock absorbing mechanism 22 is attached to the passenger space 16 by a joint 22A with a rotary spring, for example, and the shock absorbing mechanism 22 is housed during normal travel. When the passenger space 16 is separated, as shown in FIG. 2 (B), the impact absorbing mechanism 22 is deployed forward by the reaction force of the joint 22A with the rotary spring, and as shown in FIG. 2 (C), The shock absorbing mechanism 22 deployed forward collides with the front end plate of the vehicle body 12 to absorb the shock. In order to satisfactorily buckle the shock absorbing mechanism 22 at the time of a collision, it is preferable to provide a space in the front end plate of the vehicle body portion 12 in which the end of the shock absorbing mechanism 22 can be accommodated. Thus, when the occupant space chamber 16 collides with the vehicle body portion 12, it collides with the front end plate of the vehicle body portion 12 via the shock absorbing mechanism 22 to reduce the collision energy. In addition, a vehicle body collision absorbing portion 25 configured by, for example, a front side bumper is provided at the front portion of the vehicle body portion 12.

  The vehicle safety device 10 includes a control system 24 as shown in FIG. The control system 24 includes a plurality of electronic control units (control units configured to include a computer, hereinafter referred to as an ECU) that perform different controls.

  The control system 24 includes a pre-crash control ECU 26 as a prediction unit, and a radar device 28 is connected to the pre-crash control ECU 26. In the present embodiment, an FM-CW radar device using a transmission signal in which millimeter waves are detected waves and frequency modulation (FM) is performed on continuous waves (CW) is used as the radar device 28. The radar device 28 is mounted on the own vehicle, and is surrounding the vehicle or road signs, etc. existing around the own vehicle (for example, the angle range in the vehicle left-right direction is 10 ° to 20 ° and the farthest detection distance is 200 m). It is possible to detect an entity and obtain the relative positional relationship and relative speed between the surrounding entity and the vehicle at the same time. In the radar device 28, an adaptive array antenna filter is used, and an antenna beam is formed and scanned by a digital beam forming (DBF) technique, and surrounding entities are detected as point information.

  Further, the radar device 28 includes a processing device that includes a microprocessor or the like and processes a detection result of a surrounding entity that is performed at a constant period (for example, several tens of milliseconds), and the detection result of the surrounding entity is stored in the processing device. Entered. Based on the latest multiple detection results, the processing device excludes roadside objects such as noise and guardrails from the monitoring target based on the relative positional relationship and changes in relative speed, etc., and the preceding vehicle or a stopped vehicle existing on the road A process of following and monitoring a specific surrounding entity such as a monitoring target is performed. Further, in response to a request from the pre-crash control ECU 26, a relative positional relationship and a relative speed with the monitoring target are output to the pre-crash control ECU 26.

  The pre-crash control ECU 26 is based on information such as a relative positional relationship and a relative speed with each monitored object input from the radar device 28, and a relative positional relationship between the surrounding entity existing around the host vehicle and the host vehicle. The probability of reaching a collision by calculating the arrival distance and arrival time to surrounding objects and predicting the magnitude of the impact at the time of collision, and a high probability corresponding to a situation where a vehicle collision is inevitable And a pre-crash control signal is output to the electromagnetic chuck control unit 30 serving as the separation control means.

  The electromagnetic chuck control unit 30 controls the electromagnetic chuck 18 based on the pre-crash control signal input from the pre-crash control ECU 26 to separate the front end plate of the vehicle body unit 12 from the passenger space chamber 16. Yes.

  Next, the operation of the vehicle safety device 10 according to the first embodiment will be described with reference to the collision processing routine shown in FIG. In addition, the case where the automobile A collides with a collision target from the traveling direction while traveling will be described.

  In the vehicle safety device 10 having the above-described configuration, when the control system 24 executes the collision processing routine, the pre-crash control ECU 26 fetches various information for collision prediction from the radar device 28 in step 100, and based on the information. In step 102, a collision with the front collision object of the automobile A is predicted. If it is determined that no collision occurs (probability is equal to or less than the threshold), the pre-crash control ECU 26 returns to step 100 and repeats this until the collision is predicted while the vehicle A is traveling. Accordingly, during normal traveling of the automobile A, as shown in FIG. 5 (A), the electromagnetic chuck control unit 30 does not separate the electromagnetic chuck 18 of the vehicle safety device 10, so that the vehicle body 12 and the passenger space 16 is connected.

  On the other hand, the pre-crash control ECU 26 that predicted the collision in step 102 (determined that the probability exceeds the threshold value) outputs a pre-crash control signal. In step 104, the electromagnetic chuck control unit 30 to which the pre-crash control signal is input is output. Before the automobile A collides with the colliding object, control is performed so that the connection by the electromagnetic chuck 18 is disconnected, and the collision processing routine is ended.

  When the connection between the front end plate of the vehicle body portion 12 and the passenger space chamber 16 by the electromagnetic chuck 18 is disconnected, the compression spring 20 provided on the front end plate of the vehicle body portion 12 as shown in FIG. As a result, the passenger space chamber 16 is pushed out in the backward direction opposite to the traveling direction (front direction) by the repulsive force of the compression spring 20 before the automobile A collides with the collision object. The speed of the chamber 16 is reduced.

  Then, as shown in FIG. 5C, when the vehicle body 12 collides with a collision object via the vehicle body collision absorbing portion 25, the occupant space chamber 16 becomes a vehicle body as shown in FIG. While decelerating due to friction with the part 12, it collides with the collision target. Further, when a collision occurs, the impact is absorbed by the impact absorbing mechanism 22 provided on the front surface of the passenger space chamber 16.

As described above, when the collision processing routine is executed while the automobile A is traveling, the passenger space 16 is separated from the vehicle body portion 12 before the vehicle body portion 12 collides with the collision object as shown in FIG. As a result, the weight decreases and the occupant space 16 is pushed backward by the repulsive force of the compression spring 20, and the speed (collision speed) in the traveling direction of the occupant space 16 is reduced. Then, after the vehicle body 12 collides, the passenger space 16 is further decelerated due to friction with the vehicle body 12, and the passenger space 16 is delayed from the vehicle body 12 in a state where the collision speed is reduced from that during normal traveling. The impact of the collision is added to the. Here, when the collision speed V decreases due to rearward extrusion and friction with the vehicle body 12 and the weight M decreases due to separation from the vehicle body 12, the kinetic energy of the passenger space 16 becomes MV ² / The passenger space 16 collides via the shock absorbing mechanism 22 in a state where it is lowered by two.

Further, as shown in FIG. 7, the deceleration when the passenger space 16 is pushed backward by the repulsive force of the compression spring 20 is equal to or less than the deceleration (for example, 200 m / s ² , 20G) that the passenger can withstand. At the same time, the deceleration when the occupant space chamber 16 collides with the collision object is suppressed to a deceleration that the occupant can withstand.

  As described above, according to the vehicle safety device according to the first embodiment, when it is predicted that the vehicle will collide with the collision target, the compression spring is used before the automobile collides with the collision target. Since the passenger space is pushed out in the direction opposite to the traveling direction, the speed of the passenger space is actively reduced, and the kinetic energy of the passenger space is reduced. The collision energy applied to can be effectively reduced.

  Moreover, since the shock absorbing mechanism is provided in the front surface of the passenger space chamber, the collision energy applied to the passenger can be further reduced.

  Further, by separating the electromagnetic chuck, the vehicle body and the passenger space are separated, so that the mass of the passenger space is reduced, and the passenger space is pushed backward to reduce the speed in the traveling direction. Therefore, the kinetic energy of the passenger space can be reduced. Further, the kinetic energy can be further reduced by the friction between the vehicle body and the passenger space. The collision energy can be further reduced by the impact absorbing mechanism provided on the collision surface.

  In the above embodiment, the case where the pre-crash control ECU predicts a collision using a radar device is described as an example. However, the present invention is not limited to this, and the automobile itself such as a CCD camera or vehicle speed information is used. In addition to the sensor output installed in the vehicle, information used in communications (for example, inter-vehicle communication or communication with a communication device provided on the road) used in an advanced road traffic system (so-called ITS), an advanced safety vehicle (ASV), etc. Based on this, a collision may be predicted.

  In addition, the case where the passenger space chamber is pushed backward by the compression spring has been described as an example, but a tension spring is provided on the rear end plate of the vehicle body, and when a collision is predicted, the electromagnetic chuck is separated and the tension spring is used. The occupant space chamber may be moved backward to reduce the speed of the occupant space chamber in the traveling direction. Further, an actuator may be provided between the vehicle body portion and the passenger space chamber, and the speed of the passenger space chamber may be reduced by moving the passenger space chamber backward by the actuator.

  Moreover, although the case where the rear end plate is provided in the vehicle body portion has been described as an example, the passenger space chamber pushed out rearward without the rear end plate may protrude from the vehicle body portion. In this case, the speed in the traveling direction of the passenger space is reduced by friction with the road surface, and the kinetic energy of the passenger space is reduced.

  Moreover, although the case where the electromagnetic chuck as the connecting portion is provided on the front surface of the passenger space chamber is described as an example, the electromagnetic chuck is provided on each of the front, rear, left and right of the passenger space chamber, and the vehicle body portion and the passenger space chamber are provided by these electromagnetic chucks. May be connected.

  Moreover, although the case where the shock absorbing mechanism is provided on the front surface of the passenger space chamber has been described as an example, the shock absorbing mechanism may be provided also on the rear surface of the passenger space chamber. Thereby, even if it is a case where a passenger | crew space room is pushed back and it collides with the rear-end board of a vehicle body part, the impact of a collision can be absorbed.

  Moreover, although the case where the power mechanism is a mechanism including an engine, a gear, a transmission, a tire, and a drive shaft has been described as an example, the present invention is not limited to this, and for example, an in-wheel motor to be realized in the future When the present invention is applied to an onboard vehicle (a vehicle in which a drive motor is built in each wheel of the four wheels and driven independently of the four wheels), a vehicle body portion and an occupant including a mechanism for moving the vehicle equipped with the in-wheel motor What is necessary is just to make it separable from a space room.

  In the pre-crash control, the brake control may be performed so that the brake is applied when a collision is predicted. Thereby, the vehicle speed of the whole vehicle (a vehicle body part and a passenger | crew space room) can be reduced, and the collision energy added to a passenger | crew can be reduced more effectively.

  Next, a vehicle safety device according to the second embodiment will be described. In addition, about the part of the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The second embodiment is different from the first embodiment in that the passenger space is pushed backward by the explosive force of the explosive when it is predicted that the vehicle body will collide with the collision object. .

  The vehicle safety device according to the second embodiment is provided with a gunpowder (not shown) that is provided on the front end plate of the vehicle body portion 12 and pushes out the passenger space 16 backward by explosive force.

  As shown in FIG. 8, the control system 224 includes a pre-crash control ECU 26, a radar device 28, an electromagnetic chuck control unit 30, an electromagnetic chuck 18, an explosive ignition unit 230 for igniting explosives, A gunpowder control unit 232 that controls the gunpowder ignition unit 230 based on a pre-crash control signal input from the crash control ECU 26 and ignites gunpowder.

  Next, the operation of the vehicle safety device according to the second embodiment will be described with reference to the collision processing routine shown in FIG. In addition, about the process similar to 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  In the vehicle safety device having the above configuration, when the control system 224 executes the collision processing routine, the pre-crash control ECU 26 fetches various information for collision prediction from the radar device 28 in step 100, and based on these information In step 102, a collision with the front collision object of the automobile A is predicted. When a collision is predicted (determined that the probability exceeds the threshold), the pre-crash control ECU 26 outputs a pre-crash control signal. In step 104, the electromagnetic chuck control unit 30 to which the pre-crash control signal is input is Control is performed so that the connection by the electromagnetic chuck 18 is disconnected before A collides with the collision target.

  In step 250, the explosive control unit 232 to which the pre-crash control signal is input is immediately after the connection between the front end plate of the vehicle body 12 and the occupant space chamber 16 by the electromagnetic chuck 18 is disconnected. Controls the gunpowder ignition unit 230 so as to ignite the gunpowder before colliding with the collision object, and the collision processing routine is completed.

  When explosive explosive provided on the front end plate of the vehicle body 12 explodes, the explosive force of the explosive pushes the occupant space chamber 16 in the backward direction, which is opposite to the traveling direction (forward direction). The speed in the traveling direction of the chamber 16 is reduced.

  And after the vehicle body part 12 collides with the to-be-collised body, the passenger space chamber 16 further decelerates due to friction with the vehicle body part 12 and is delayed from the vehicle body part 12, and the impact of the collision is applied.

  Thus, when it is predicted that the vehicle collides with the collision object, before the automobile collides with the collision object, the passenger space chamber is pushed out in the direction opposite to the traveling direction by the explosive force of the explosive. Since the impact of the collision is applied to the occupant space chamber in a state where the speed of the vehicle is positively decelerated and the kinetic energy of the occupant space chamber is reduced, the collision energy applied to the occupant can be effectively reduced.

  Although the case where the gunpowder is ignited after the electromagnetic chuck is detached has been described as an example, the gunpowder is ignited without disconnecting the connection between the vehicle body and the passenger space, and the explosive force of the gunpowder causes the body and the occupant to While disconnecting from the space room, the passenger space room may be pushed backward.

  Moreover, although the case where the electromagnetic chuck and the explosive were separately provided was described as an example, the explosive may be incorporated in the electromagnetic chuck.

  Next, a vehicle safety device according to a third embodiment will be described. In addition, about the part of the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The third embodiment is different from the first embodiment in that the shock absorbing mechanism is composed of a shock absorbing frame.

  As shown in FIG. 10, in the vehicle safety device according to the third embodiment, an impact absorbing frame 300 is provided in the front portion of the passenger space 16.

  As shown in FIG. 11, the shock absorbing frame 300 includes a pair of first frames 334 and 336, and the first frames 334 and 336 are coupled to each other so that the intermediate portions thereof can be rotated via a rotary joint 338. Has been. In addition, the shock absorbing frame 300 includes a pair of second frames 340 and 342, and the second frames 340 and 342 are connected to each other through a rotary joint 344 so as to be rotatable. The other end of the second frame 340 is rotatably connected to one end of the first frame 334 via a rotary joint 346, and the other end of the second frame 342 is one end of the first frame 336. And a rotation joint 348 so as to be rotatable. Furthermore, the shock absorbing frame 300 includes a pair of third frames 350 and 352, and the third frames 350 and 352 are connected to each other through a rotary joint 354 so that the ends of the third frames 350 and 352 can rotate. The other end of the third frame 350 is rotatably connected to the other end of the first frame 336 via a rotary joint 356, and the other end of the third frame 352 is one end of the first frame 334. And a rotary joint 358 so as to be rotatable.

  The shock absorbing frame 300 corresponds to the load transmission mechanism according to the present invention.

  A damper 372A is disposed between the rotary joint 346 and the rotary joint 348 along the vehicle width direction, which is a direction orthogonal to the traveling direction, and one end of the damper 372A is connected to the rotary joint 346 and the damper 372A. The other ends are connected to the rotary joint 348, respectively. A damper 372B is disposed along the vehicle width direction between the rotary joint 356 and the rotary joint 358. One end of the damper 372B is connected to the rotary joint 356, and the other end of the damper 372B is connected to the rotary joint 358. Has been. Further, a damper 372C is disposed between the rotary joint 338 and the rotary joint 344 along the traveling direction. One end of the damper 372C is connected to the rotary joint 338, and the other end of the damper 372C is connected to the rotary joint 344. ing. A damper 372D is disposed between the rotary joint 338 and the rotary joint 354 along the traveling direction. One end of the damper 372D is connected to the rotary joint 338, and the other end of the damper 372D is connected to the rotary joint 354. ing.

As shown in FIG. 12, a fluid 374 having a viscosity is sealed as a working fluid in the damper 372, and an orifice 384 is attached to the piston 382 that is attached to the tip of the piston rod 376 and contacts the inner wall of the case 380. Also, a pre-displacement ACT (actuator) 320 is attached to the damper 372. The pre-displacement ACT 320 is an actuator for displacing the shock absorption frame 300 in advance (before collision), and includes a motor 324 attached to the base member 322. The motor 324 is preferably a stepping motor that can control the amount of rotation of the rotary shaft. A worm gear 326 is attached to the rotation shaft of the motor 324, and a worm gear 328 that meshes with the worm gear 326 is rotatably attached to the piston rod 376 at an intermediate portion of the piston rod 376 of the damper 372. The piston rod 376 is pivotally supported on the base member 322 via the bracket 330 on both sides of the mounting position of the worm gear 328, and can rotate about the axis and slide in the axial direction with respect to the base member 322. Has been. The base member 322 is supported by a support member (not shown) so as to be slidable in the axial direction of the piston rod 376 and not to rotate about the axis of the piston rod 376.

  When the pre-displacement ACT 320 is held in a state (neutral state) where the worm gear 328 is engaged with the worm gear 326 at a position corresponding to the longitudinal center of the worm gear 326, the rotation shaft of the motor 324 is rotated in a predetermined direction. Then, the worm gear 328 slides away from the case 380 of the damper 372 while maintaining the meshed state with the worm gear 326, and the piston 382 slides in the case 380 as the worm gear 328 slides. At the same time, the piston rod 376 moves in the direction of being pulled out of the case 380, whereby the entire length of the damper 372 is extended (the state shown in FIG. 12B). When the rotation shaft of the motor 324 is rotated in the direction opposite to the predetermined direction, the worm gear 328 slides in a direction approaching the case 380 of the damper 372 while maintaining the meshed state with the worm gear 326, Along with the sliding movement, the piston 382 slides in the case 380 and the piston rod 376 moves in a direction to be pushed into the case 380, whereby the overall length of the damper 372 is reduced (see FIG. 12C). State shown).

  During normal travel, the overall lengths of the dampers 372A and 372B are extended, the overall lengths of the dampers 372C and 372D are reduced, and the shock absorbing frame 300 is held in a contracted state in the travel direction.

  As shown in FIG. 13, the control system 314 outputs pre-crash control signals input from the pre-crash control ECU 26, the radar device 28, the electromagnetic chuck control unit 30, the electromagnetic chuck 18, and the pre-crash control ECU 26. Based on this, an impact absorption controller 318 for controlling the pre-displacement ACT 320 and a pre-displacement ACT 320 are provided. In the pre-displacement ACT 320, the drive of the motor 324 is controlled by the shock absorption controller 318.

  The pre-displacement ACT 320 may be attached only to a part of the dampers 372A to 372D. However, since a large driving force is required to displace the shock absorbing frame 300, all the dampers 372A are used in this embodiment. A pre-displacement ACT 320 is attached to 372D, and each pre-displacement ACT 320 is connected to an impact absorption controller 318, respectively.

  Next, the operation of the vehicle safety device according to the third embodiment will be described with reference to the collision processing routine shown in FIG. In addition, about the process similar to 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  In the vehicle safety device having the above-described configuration, when the control system 314 executes the collision processing routine, the pre-crash control ECU 26 fetches various information for collision prediction from the radar device 28 in step 100, and based on the information. In step 102, a collision with the front collision object of the automobile A is predicted. When a collision is predicted (determined that the probability exceeds the threshold), the pre-crash control ECU 26 outputs a pre-crash control signal. In step 104, the electromagnetic chuck control unit 30 to which the pre-crash control signal is input is Control is performed so that the connection by the electromagnetic chuck 18 is disconnected before A collides with the collision target.

  At this time, the connection between the front end plate of the vehicle body portion 12 and the passenger space chamber 16 by the electromagnetic chuck 18 is disconnected, so that the compression spring 20 provided on the front end plate of the vehicle body portion 12 expands, so that the compression spring 20 Due to the repulsive force, the passenger space 16 is pushed in the backward direction, which is the reverse direction of the traveling direction (front direction), before the automobile A collides with the collision target.

  In step 390, the shock absorbing controller 318 to which the pre-crash control signal is input is immediately after the connection between the front end plate of the vehicle body 12 and the passenger space 16 by the electromagnetic chuck 18 is disconnected, and the vehicle A Before the collision with the object to be collided, the pre-displacement ACT 320 is controlled so as to extend the shock absorbing frame 300 in the traveling direction, and the on-impact processing routine ends.

  At this time, under the control of the impact absorption controller 318, the damper 372C provided between the rotary joints 338 and 344 and the damper 372D provided between the rotary joints 338 and 354 have a predetermined pre-rotation shaft. By rotating in a predetermined direction by a rotation amount corresponding to the displacement amount, the piston rod 376 is moved in the direction pulled out from the case 380, and the entire lengths of the dampers 372C and 372D are extended. Further, with respect to the damper 372A provided between the rotary joints 346 and 348 and the damper 372B provided between the rotary joints 356 and 358, the rotation axis of the motor 324 is predetermined by a rotation amount corresponding to a predetermined advance displacement amount. By rotating in the direction opposite to the direction, the piston rod 376 is moved in a direction to be pushed into the case 380, and the total length of the dampers 372A and 372B is reduced. Thereby, as shown in FIG. 15B, the shock absorbing frame 300 is extended in the traveling direction.

  When a collision impact is applied to the occupant space chamber 16 after the vehicle body 12 has collided with a collision object from the traveling direction (forward direction), the shock absorbing frame 300 extended in the traveling direction is shown in FIG. As shown in (C), the interval between the rotary joints 346 and 348 and the interval between the rotary joints 356 and 358 (corresponding to the interval between both ends in the direction crossing the traveling direction) are increased, and the interval between the rotary joints 344 and 354 is increased. Since a displacement (corresponding to the first displacement) that decreases (corresponding to the distance between the two end portions in the traveling direction) occurs, the collision load input to the shock absorbing frame 300 in accordance with the displacement of the shock absorbing frame 300 It is distributed and inputted into a tensile force in the direction of increasing the length in the direction and a compressive force in the direction of reducing the length in the traveling direction. Therefore, a part of the collision energy input to the shock absorbing frame 300 as a collision load is consumed (absorbed) by displacing the shock absorbing frame 300 against the damping force generated by the dampers 372A to 372D, and the rest. Is consumed (absorbed) in the course of the deformation of the passenger space 16.

  As described above, before the vehicle body 12 collides with the collision object, the vehicle body 12 collides with the collision object by displacing the shock absorbing frame 300 by the pre-displacement ACT 320 so as to extend in the traveling direction. Since the displacement amount (stroke) of the shock absorbing frame 300 at the time can be increased, the acceleration applied to the occupant during the collision period is further suppressed as compared with the aspect in which the shock absorbing frame 300 is not displaced in advance. An increase in the invasion into the passenger compartment can be suppressed.

  Thus, the impact absorbing frame can disperse and absorb the impact caused by the collision from the traveling direction, and the collision energy applied to the occupant during the collision from the traveling direction can be reduced.

  In addition, before the car collides with the impacted body, the direction of displacement of the shock absorbing frame at the time of the collision (the direction in which the shock absorbing frame is reduced in the front-rear direction and the direction in which it is expanded in the width direction) and the opposite direction (the front-back direction is expanded in the width direction) Since the shock absorbing frame is displaced in advance in the direction of travel), the displacement (stroke) of the shock absorbing frame when the vehicle collides with the colliding object from the traveling direction can be increased, and the automobile collides with the colliding object. The collision energy applied to the occupant can be further reduced.

  In the above embodiment, the case where the shock absorbing frame is provided with the damper has been described as an example, but the shock absorbing frame may be configured without using the damper.

  Next, a vehicle safety device according to a fourth embodiment will be described. In addition, about the part of the structure similar to either of 1st Embodiment and 3rd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The fourth embodiment is different from the first embodiment in that the shock absorbing frame is arranged so as to function as a skeleton member of the passenger space.

  As shown in FIG. 16, in the vehicle safety device according to the fourth embodiment, an impact absorbing frame 400 is provided as a skeleton member in the passenger space 416.

  The shock absorbing frame 400 is positioned on the front side in the front-rear direction of the passenger space chamber 416 and on the rear side in the front-rear direction of the passenger space chamber 416 so that the shock absorbing frame 400 functions as a skeleton member of the passenger space chamber 416. The rotation joint 344 is connected to the front end portion of the passenger space chamber 416, and the rotation joint 354 is connected to the rear end portion of the passenger space chamber 416. The rotary joint 346 is connected to the front portion of the right end of the passenger space chamber 416, the rotary joint 348 is connected to the front portion of the left end of the passenger space chamber 416, and the rotary joint 356 is the rear portion of the right end of the passenger space chamber 416. The rotary joint 358 is connected to the rear portion of the left end of the passenger space 416.

  Further, as shown in FIGS. 17A to 17C, a displacement lock mechanism 490 is provided between the pair of first frames 334 and 336. The displacement lock mechanism 490 includes a pair of brackets 492 standing upright on the upper surface of the first frame 336, a rotating shaft 494 spanned between the pair of brackets 492, and an upper surface of the first frame 334. A rod 498 having an upright stopper pin 496 and a hole 498A (see FIG. 17C) in which one end side is pivotally supported around the rotation shaft 494 and the other end side is inserted into the stopper pin 496. It consists of and. As shown in FIG. 17B, when the stopper pin 496 is inserted into the hole 498A of the rod 498, the pair of first frames 334 and 336 are prevented from rotating around the rotary joint 338. The shock absorbing frame 400 is locked in a state in which no displacement occurs even when an external load is input.

  The rod 498 of the displacement lock mechanism 490 is normally held in the state shown in FIG. 17B (the stopper pin 496 is inserted into the hole 498A) by the dead weight of the rod 498, and the rod 498 is held in FIG. 17B. While being held in the state shown (that is, until the automobile A is predicted to collide with another object as will be described later), the shock absorbing frame 400 is used as a highly rigid skeleton member of the passenger space 416. Function. Further, as described above, based on the fact that the shock absorbing frame 400 normally functions as a highly rigid skeleton member of the occupant space chamber 416, the occupant space chamber 416 according to the present embodiment uses the shock absorbing frame 400 as a main skeleton member. The main skeleton members other than the shock absorbing frame 400 are omitted. Accordingly, the passenger space 416 can be configured to be lightweight, and the shock absorbing frame 400 can be easily mounted even if the automobile A is a vehicle with a limited space such as a small car.

  Further, on the upper surface of the first frame 334, the lower side of the tip of the rod 498 (the end opposite to the pivotally supported side) with the stopper pin 496 entering the hole 498A of the rod 498 The unlocking ACT (actuator) 410 is provided at the position. The unlocking ACT 410 includes a motor (not shown), and the lifting pin 410A can be moved up and down by transmitting the driving force of the motor via a driving force transmission mechanism. When the unlocking ACT 410 raises the lifting pin 410A, the upper surface of the lifting pin 410A comes into contact with the lower surface of the distal end portion of the rod 498, and the rod 498 rotates around the rotation shaft 494, so that the stopper pin 496 becomes the rod. 498 is pulled out from the hole 498A of the 498 (see FIG. 17C), the pair of first frames 334 and 336 are rotatable about the rotary joint 338, and the shock absorbing frame 400 is subjected to a load inputted from the outside. It will be in the state where the corresponding displacement arises.

  The displacement lock mechanism 490 may be provided between all the frames of the shock absorbing frame 400 that is rotatably connected via a rotary joint, or may be selectively provided between some frames (for example, In addition to the pair of first frames 334 and 336, the pair of second frames 340 and 342, the pair of third frames 350 and 352, and the like may be provided.

  As shown in FIG. 18, the control system 424 receives the pre-crash control signal input from the pre-crash control ECU 26, the radar device 28, the electromagnetic chuck control unit 30, the electromagnetic chuck 18, and the pre-crash control ECU 26. Based on this, an impact absorption controller 418 for controlling the pre-displacement ACT 320 and the unlocking ACT 410, the pre-displacement ACT 320, and the unlocking ACT 410 are provided. The unlocking ACT 410 is controlled by a shock absorbing controller 418 to drive a built-in motor.

  Next, the operation of the vehicle safety device according to the fourth embodiment will be described with reference to the collision processing routine shown in FIG. In addition, about the process similar to either of 1st Embodiment and 3rd Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  In the vehicle safety device having the above-described configuration, when the control system 424 executes the collision processing routine, the pre-crash control ECU 26 takes in various information for collision prediction from the radar device 28 in step 100, and based on these information. In step 102, a collision with the front collision object of the automobile A is predicted. When a collision is predicted (determined that the probability exceeds the threshold), the pre-crash control ECU 26 outputs a pre-crash control signal. In step 104, the electromagnetic chuck control unit 30 to which the pre-crash control signal is input is Control is performed so that the connection by the electromagnetic chuck 18 is disconnected before A collides with the collision target.

  At this time, the connection between the front end plate of the vehicle body portion 12 and the passenger space chamber 16 by the electromagnetic chuck 18 is disconnected, so that the compression spring 20 provided on the front end plate of the vehicle body portion 12 expands, so that the compression spring 20 Due to the repulsive force, the passenger space 16 is pushed out in the backward direction, which is opposite to the traveling direction (front direction) in which the vehicle A collides with the collision object, before the automobile A collides with the collision object.

  In step 450, the shock absorption controller 418 to which the pre-crash control signal is input moves the lifting pin 410A of the unlocking ACT 410 upward. As a result, the upper surface of the lifting pin 410A comes into contact with the lower surface of the tip of the rod 498, and the rod 498 rotates about the rotation shaft 494, so that the stopper pin 496 comes out of the hole 498A of the rod 498. (See FIG. 17C.) Since the pair of first frames 334 and 336 can rotate around the rotary joint 338, the shock absorption frame 400 is unlocked, and the load input from the outside is reduced. Accordingly, the shock absorbing frame 400 is displaced (each frame constituting the shock absorbing frame 400 rotates).

  In the next step 390, the shock absorption controller 418 to which the pre-crash control signal is input is immediately after the connection between the front end plate of the vehicle body portion 12 and the passenger space 16 by the electromagnetic chuck 18 is disconnected, Before the automobile A collides with the collision object, the pre-displacement ACT 320 is controlled so as to extend the shock absorbing frame 400 in the traveling direction, and the shock processing routine is ended.

  When the vehicle body 12 collides with a collision object from the front, the shock absorbing frame 400 is unlocked, and the shock absorbing frame 400 includes the intervals between the rotary joints 346 and 348 and the rotary joint 356, Since the displacement of the 358 increases and the distance of the rotary joints 344 and 354 decreases, the shock absorbing frame 400 is placed in the passenger space 416 connected to the shock absorbing frame 400 as the shock absorbing frame 400 is displaced. Is applied to the tensile force in the direction of expanding the length in the width direction of the passenger space chamber 416 and the compressive force in the direction of reducing the length of the passenger space chamber 416 in the front-rear direction. Entered. Therefore, a part of the collision energy input as a collision load to the shock absorbing frame 400 is consumed (absorbed) by displacing the shock absorbing frame 400 against the damping force generated by the dampers 372A to 372D. The rest is consumed (absorbed) in the process of deforming the passenger space chamber 416 by the tensile force and the compressive force distributed and input from the shock absorbing frame 400 to the passenger space chamber 416.

  Thus, the impact absorbing frame can disperse and absorb the impact caused by the collision from the traveling direction, and the collision energy applied to the occupant during the collision from the traveling direction can be reduced.

  In addition, since the passenger space room uses the shock absorbing frame as a main frame member, the passenger space room can be made lightweight, and even if the automobile is a vehicle with limited space, such as a small car, the shock absorbing frame. Can be easily mounted.

  In the above embodiment, the case where the shock absorbing frame is used as the skeleton member of the passenger space chamber has been described as an example. However, the shock absorbing mechanism including the shock absorbing frame may be provided on the lower surface of the passenger space chamber. Good. In this case, during normal driving, the shock absorbing mechanism and the passenger space chamber are locked and fixed, and when a collision is predicted, the passenger space chamber and the shock absorbing mechanism are unlocked and separated, The absorption frame is expanded in the front-rear direction to increase only the stroke of the shock absorption frame, and the stroke of the passenger space is not changed. Thereby, the impact due to the collision can be absorbed by the deformation of the impact absorbing mechanism, and the deformation of the passenger space due to the collision can be suppressed. Further, during normal driving, the occupant space chamber and the shock absorbing mechanism provided at the lower part are locked and fixed, so that the shock absorbing frame of the shock absorbing mechanism can function as a skeleton member of the occupant space chamber. It becomes possible.

It is the schematic which shows the structure of the vehicle safety device and vehicle body part which concern on the 1st Embodiment of this invention. (A) Schematic which shows the structure of the impact absorption mechanism of the vehicle safety device which concerns on the 1st Embodiment of this invention, (B) The figure which shows a mode that an impact absorption mechanism expand | deploys when a passenger | crew space room isolate | separates. (C) It is a figure which shows the mode of an impact absorption mechanism when a passenger | crew space room collides. It is a block diagram which shows the structure of the control system of the vehicle safety device which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the content of the processing routine at the time of a collision performed in the vehicle safety device which concerns on the 1st Embodiment of this invention. (A) Image diagram showing state of vehicle safety device during normal travel, (B) Image diagram showing state of vehicle safety device during extrusion, (C) State of vehicle safety device when automobile collides. It is the image figure which shows, and the image figure which shows the mode of the vehicle safety device when the passenger space room collides. It is a graph which shows the change of the speed of a passenger | crew space room when a motor vehicle collides with a to-be-collided body. It is a graph which shows the change of the deceleration of a passenger | crew space room when a motor vehicle collides with a to-be-collided body. It is a block diagram which shows the structure of the control system of the vehicle safety device which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the content of the processing routine at the time of a collision performed in the vehicle safety device which concerns on the 2nd Embodiment of this invention. It is the schematic which shows the structure of the passenger | crew space room and impact absorption frame which concern on the 3rd Embodiment of this invention. It is a top view which shows the structure of the shock absorption frame which concerns on the 3rd Embodiment of this invention. It is the schematic which shows an example of the pre-displacement actuator which concerns on the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the control system of the vehicle safety device which concerns on the 3rd Embodiment of this invention. It is a flowchart which shows the content of the processing routine at the time of a collision performed in the vehicle safety device which concerns on the 3rd Embodiment of this invention. (A) An example of the shock absorbing frame according to the third embodiment of the present invention, (B) Operation of the shock absorbing frame when stretched in the traveling direction, and (C) When a load from the traveling direction is applied FIG. It is the schematic which shows the structure of the passenger | crew space room and impact absorption frame which concern on the 4th Embodiment of this invention. (A) of a displacement lock mechanism is a top view, (B) and (C) are side views for demonstrating operation | movement of a displacement lock mechanism. It is a block diagram which shows the structure of the control system of the vehicle safety device which concerns on the 4th Embodiment of this invention. It is a flowchart which shows the content of the processing routine at the time of a collision performed in the vehicle safety device which concerns on the 4th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle safety device 12 Car body part 14 Rail 16, 416 Passenger space chamber 18 Electromagnetic chuck 22 Shock absorption mechanism 24, 224, 314, 424 Control system 26 Pre-crash control ECU
28 Radar device 30 Electromagnetic chuck control unit 230 Gunpowder ignition unit 232 Gunpowder control unit 300, 400 Shock absorption frame 318, 418 Shock absorption controller 320 Pre-displacement ACT
334, 336, 340, 342, 350, 352 Frame 338, 344, 346, 348, 354, 356, 358 Rotary joint 372 Damper 410 Unlocking ACT
490 Displacement lock mechanism A Automobile

Claims (5)

An occupant space provided with an occupant space, and an impact absorbing part for absorbing the impact of a collision, and provided in a direction reverse to the traveling direction independently of the vehicle power mechanism;
A connecting part that connects the power mechanism and the passenger compartment, and that can be disconnected.
Predicting means for predicting whether or not the vehicle collides with a collision object;
Disconnection control means for controlling the connection between the power mechanism and the passenger compartment by the connection portion before the vehicle collides with the collision target when the collision is predicted by the prediction means. When,
When the connection between the power mechanism and the passenger compartment by the connecting portion is disconnected by the disconnection control unit, the passenger compartment is opposite to the traveling direction before the vehicle collides with the collision target. Moving means for moving
The shock absorbing portion includes a pair of first and second frames that are rotatably connected to each other through a first rotary joint, and one end portion of each of the shock absorbing portions is rotated through a second rotary joint. A pair of third and fourth frames that are movably coupled, and a pair of fifth and sixth frames that are pivotally coupled to each other via a third rotary joint. The other end of the third frame is pivotally connected to one end of the first frame via a fourth rotary joint, and the other end of the fourth frame is connected to one end of the second frame and the second frame. The other end of the fifth frame is rotatably connected to the other end of the second frame and the other end of the sixth frame. Is one end of the first frame and the seventh rotating joy It is rotatably connected via the bets,
The shock absorbing part is
A first damper disposed between the fourth rotary joint and the fifth rotary joint along a direction intersecting the traveling direction;
A second damper disposed between the sixth rotary joint and the seventh rotary joint along a direction intersecting the traveling direction;
A third damper disposed along the traveling direction between the first rotary joint and the second rotary joint;
A vehicle safety device , further comprising: a fourth damper disposed along the traveling direction between the first rotation joint and the third rotation joint . An occupant space provided with an occupant space, and an impact absorbing part for absorbing the impact of a collision, and provided in a direction reverse to the traveling direction independently of the vehicle power mechanism;
A connecting part that connects the power mechanism and the passenger compartment, and that can be disconnected.
Predicting means for predicting whether or not the vehicle collides with a collision object;
When the prediction unit predicts that the vehicle will collide, before the vehicle collides with the collided body, the connection between the power mechanism and the passenger compartment by the connecting unit is disconnected and the direction opposite to the traveling direction is reversed. Moving means for moving the passenger compartment in a direction,
The shock absorbing portion includes a pair of first and second frames that are rotatably connected to each other through a first rotary joint, and one end portion of each of the shock absorbing portions is rotated through a second rotary joint. A pair of third and fourth frames that are movably coupled, and a pair of fifth and sixth frames that are pivotally coupled to each other via a third rotary joint. The other end of the third frame is pivotally connected to one end of the first frame via a fourth rotary joint, and the other end of the fourth frame is connected to one end of the second frame and the second frame. The other end of the fifth frame is rotatably connected to the other end of the second frame and the other end of the sixth frame. Is one end of the first frame and the seventh rotating joy It is rotatably connected via the bets,
The shock absorbing part is
A first damper disposed between the fourth rotary joint and the fifth rotary joint along a direction intersecting the traveling direction;
A second damper disposed between the sixth rotary joint and the seventh rotary joint along a direction intersecting the traveling direction;
A third damper disposed along the traveling direction between the first rotary joint and the second rotary joint;
A vehicle safety device , further comprising: a fourth damper disposed along the traveling direction between the first rotation joint and the third rotation joint . Drive means for generating a displacement in which the entire length of the third damper and the fourth damper is extended and the total length of the first damper and the second damper is reduced;
When the occupant room is moved in the direction opposite to the traveling direction by the moving means, the first damper, the second damper, Drive control means for causing the displacement in the third damper and the fourth damper;
Further vehicle safety device according to claim 1 or 2, wherein including.   The vehicle safety device according to claim 1 or 2, wherein the moving means is moved by pushing the passenger compartment in a direction opposite to the traveling direction. The second rotary joint is connected to a front end portion of the passenger compartment or the skeleton member of the passenger compartment, and the third rotary joint is connected to a rear end portion of the passenger compartment or the skeleton member of the passenger compartment. ,
The fourth rotary joint is connected to the front part of the right end of the passenger compartment or the skeleton member, and the fifth rotary joint is connected to the front part of the left end of the occupant room or the skeleton member of the passenger compartment. Connected to the
The sixth rotation joint is connected to the rear part of the right end of the passenger compartment or the skeleton member, and the seventh rotation joint is connected to the rear part of the left end of the occupant room or the skeleton member of the passenger compartment. The vehicle safety device according to any one of claims 1 to 4 , which is connected.

Images