JP5484163B2 - Pedestrian protection device for vehicles - Google Patents

Description

  The present invention relates to a pedestrian protection device for a vehicle that is disposed in a front part of a vehicle body and absorbs collision energy at the time of collision with a pedestrian.

  When it is judged that it is inevitable that the vehicle collides with the pedestrian, the upper body of the pedestrian is lifted by causing the arm extending in the left-right direction of the vehicle body to protrude forward from the lower part of the bumper and collide with the leg of the pedestrian A device that falls on a hood and absorbs collision energy is known from Patent Document 1 below.

In addition, when it is judged that it is inevitable that the vehicle will collide with a pedestrian, the front grill and lower bumper, which have an energy absorption function, project forward from the vehicle body, so that the collision energy applied to the lower body of the pedestrian is applied to the front grill and lower bumper . What is dispersed is known from Patent Document 2 below.

Japanese Patent No. 4048461 JP 2007-320530 A

  By the way, as in the invention described in the above-mentioned Patent Document 1, in the case where the upper body of the pedestrian is brought down on the hood to absorb the collision energy, when the angular velocity at which the upper body of the pedestrian rotates is large, There is concern that a big impact will be applied.

  Also in the invention described in Patent Document 2, since the lower bumper protrudes forward from the front grille, the leg portion of the pedestrian is strongly pushed forward, the angular velocity at which the upper body rotates backward is increased, and the head is There is a possibility of strong collision with the hood.

  The present invention has been made in view of the above circumstances, and effectively absorbs collision energy while suppressing the angular velocity at which the upper body of the pedestrian falls backward when the front of the vehicle collides with the pedestrian. With the goal.

To achieve the above object, according to the invention described in claim 1, in the vehicle pedestrian protection system that absorbs impact energy upon collision with a pedestrian is arranged in the front part of the vehicle body of a vehicle, pedestrians A leg energy absorbing member that collides with the legs of the pedestrian and absorbs the collision energy; and a waist energy absorbing member that is disposed at a higher position than the leg energy absorbing member and collides with the pedestrian's waist to absorb the collision energy ; The waist energy absorbing member is formed in a U shape or a V shape in a plan view, and a center portion in the left-right direction is convexly curved toward the front of the vehicle body, and the leg energy absorbing member is horizontal center is curved convexly toward the front of the vehicle body, before Symbol waist energy absorbing member before a collision with a pedestrian is located forward of the leg portion energy absorbing member In addition, since it is configured to be lower in rigidity than the leg energy absorbing member and can move rearward with a smaller load than the leg energy absorbing member, at the initial stage of the collision with the pedestrian, the waist part is caused by the collision with the pedestrian. energy absorbing member absorbs impact energy retreated by colliding with the waist of the pedestrian, then the collision metaphase while lumbar energy absorbing member and the leg portion energy absorbing member by collision with a pedestrian absorbs collision energy moves backward, also waist energy absorbing member in the collision late after the collision completion with a pedestrian moves backward while absorbing collision energy until positioned behind the leg energy absorbing member, the lumbar energy absorption The left and right ends of the members are a pair of left and right upper members that extend downward from the front ends of the pair of left and right front pillars of the vehicle body. The left and right end portions of the leg energy absorbing member are respectively connected to the front ends of a pair of left and right front side frames disposed in the left and right side portions of the front portion of the vehicle body and extending in the longitudinal direction of the vehicle body. The left and right central portion of the energy absorbing member is connected to the left and right central portion of the leg energy absorbing member via a center beam extending in the vertical direction, and the hood lock for locking the striker at the front end of the bonnet hood, A vehicle pedestrian protection device is proposed, which is provided at a central portion in the left-right direction of the waist energy absorbing member .

According to the invention described in claim 2, in addition to the structure of claim 1, the center beam slides back and forth on the leg energy absorbing member via a long hole and a pin penetrating the long hole. A vehicular pedestrian protection device is proposed which is connected to each other and includes a notch that can be bent around the connecting portion .

  According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, the energy absorption amount of the waist energy absorption member is larger than the energy absorption amount of the leg energy absorption member. A vehicle pedestrian protection device is proposed.

According to a fourth aspect of the present invention, in addition to the structure of any one of the first to third aspects, the waist energy absorbing member is a bulkhead upper member . A pedestrian protection device is proposed.

According to a fifth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects, the leg energy absorbing member is a bumper beam. protection device Ru been proposed.

According to the configuration of claim 1, the waist energy absorbing member is located higher than the leg energy absorbing member and is positioned forward of the leg energy absorbing member before the collision with the pedestrian , In addition, since it is configured to be lower in rigidity than the leg energy absorbing member and can move rearward with a smaller load than the leg energy absorbing member, at the initial stage of the collision with the pedestrian, the waist energy is caused by the collision with the pedestrian. The absorbing member moves backward due to a collision with the pedestrian's waist and absorbs the collision energy, and then, in the middle of the collision, the waist energy absorbing member and the leg energy absorbing member absorb the collision energy and move backward while the collision with the pedestrian. In the latter part of the collision after the collision with the pedestrian, the collision energy is increased until the waist energy absorbing member is located behind the leg energy absorbing member. Since moves rearward while yield, by reducing the collision load applied to the collision load applied to the waist energy absorbing member close to the center of gravity of the pedestrian is increased to from the center of gravity position of the pedestrian in the farther the leg energy absorbing member, Collision load applied to the waist of the pedestrian by reducing the angular velocity at which the upper body of the pedestrian falls backward to protect the pedestrian's head and ensuring sufficient amount of deformation of the lumbar energy absorbing member to the rear It is possible to sufficiently absorb the collision energy while avoiding an excessively large amount . That is, even when the waist collision load (F _hip ) cannot be increased, the energy absorption by the waist energy absorbing member can be _achieved by increasing the back movement distance (X _hip ) due to deformation of the waist energy absorbing member. By increasing the amount to the maximum and reducing the amount of energy absorbed by the leg energy absorbing member, the angular velocity of the pedestrian's head can be reduced.

A hood that locks the striker at the front end of the bonnet hood while the laterally central portion of the low-rigid waist energy absorbing member is connected to the laterally central portion of the leg energy absorbing member via a center beam extending in the vertical direction. Since the lock is provided at the central portion in the left-right direction of the waist energy absorbing member, when the hood hood is strongly closed, the load can be transmitted to the leg energy absorbing member via the hood lock and the center beam.

Further, the waist energy absorbing member is formed in a U shape or a V shape in a plan view, and both left and right end portions respectively correspond to a pair of left and right upper members extending from the front ends of the pair of left and right front pillars to the front lower side of the vehicle body. On the other hand, the left and right end portions of the leg energy absorbing member are respectively arranged on the left and right side portions of the front portion of the vehicle body and are respectively connected to the front ends of a pair of left and right front side frames extending in the vehicle body longitudinal direction. However, when it collides with the center part in the left-right direction of the waist energy absorbing member and the leg energy absorbing member, it is easily deformed and the energy absorbing effect is effectively exhibited. On the other hand, when a pedestrian collides with a position offset in the left-right direction from the center part in the left-right direction of the waist energy absorbing member and the leg energy absorbing member, the waist energy absorbing member and the leg energy absorbing member are not easily deformed, so the energy absorbing effect However, the waist energy absorbing member and leg energy absorbing member are curved convexly toward the front of the vehicle body in the left and right direction, so that pedestrians can escape from the collision position to the outside in the left and right direction to reduce the collision load. can do.

According to the configuration of claim 2, the center beam is connected to the leg energy absorbing member through the elongated hole and the pin so as to be slidable back and forth, and is provided with a notch around the connecting portion. At the time of a light collision in which a collision load is input only to the absorbing member, the center beam is deformed at the notch, or the long hole slides against the pin, thereby preventing deformation of the leg energy absorbing member and reducing the repair cost. can do.

Moreover, according to the structure of Claim 3, since the energy absorption amount of a waist energy absorption member is larger than the energy absorption amount of a leg energy absorption member, the collision load input into a pedestrian's leg part from a leg energy absorption member is received. small and the upper body of the pedestrian is Ru able to effectively reduce the angular velocity to fall backwards.

The perspective view of the vehicle body front part of a motor vehicle. (First embodiment) FIG. 2 is a sectional view taken along line 2-2 in FIG. 1. (First embodiment) FIG. 3 is a three-direction arrow view of FIG. 1. (First embodiment) Action explanatory drawing at the time of a collision with a pedestrian. (First embodiment) Action explanatory drawing at the time of a collision with a pedestrian. (First embodiment) Action explanatory drawing at the time of a collision with a pedestrian. (First embodiment) The figure which shows arrangement | positioning of a waist | lumbar part energy absorption member and a leg part energy absorption member. (Second Embodiment) The figure which shows other embodiment of a waist | lumbar part energy absorption member. (Third and fourth embodiments) The figure which shows other embodiment of a waist | lumbar part energy absorption member. (Fifth and sixth embodiments)

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIGS. 1 to 3, a pair of left and right front side frames 11, 11 extending in the longitudinal direction of the vehicle body are disposed on the left and right sides of the front portion of the vehicle body. The front ends of the pair of left and right upper members 12, 12 extending from the front ends of a pair of left and right front pillars (not shown) to the front lower side of the vehicle body are connected to the front side frames 11, 11 via a pair of left and right stays 13, 13 extending in the left-right direction. Connected to the outer surface of the front end. A pair of left and right curved stays 14 and 14 extend from the front end of the upper members 12 and 12 slightly toward the rear side in a direction approaching each other, and the inner ends thereof are connected to the front side via the pair of left and right bulkhead side members 15 and 15. It is coupled to the front ends of the frames 11 and 11. Both ends of the bumper beam 16 arranged in the left-right direction are coupled to the front ends of the front side frames 11, 11 via stays 17, 17.

  The left and right ends of the bulkhead upper member 18 are coupled to the inner ends of the left and right stays 14, 14 facing each other and the upper ends of the left and right bulkhead side members 15, 15. The central portion of the beam 16 in the left-right direction is connected by a center beam 19 extending in the vertical direction. The left and right ends of the bulkhead lower member 20 are coupled to the lower ends of the left and right bulkhead side members 15, 15.

  The bulkhead upper member 18 is curved in a U shape or a V shape toward the front in a plan view, and the right end thereof is rotatably connected to the left and right inner ends of the right stay 14 by a pin 21. A long hole 18a formed at the left end of the left stay 14 is connected to the left and right inner ends of the left stay 14 by a pin 22 so as to be rotatable and slidable. The center beam 19 whose upper end is fixed to the bulkhead upper member 18 is formed with a fragile portion made of a notch 19a at the lower portion thereof, and a long hole 19b provided at the lower end can slide on the upper surface of the bumper beam 16 with a pin 23 Connected to The bumper beam 16 is curved in an arc shape so that the central portion protrudes forward of the vehicle body, but the central portion of the bulkhead upper member 18 that curves in a U-shape or V-shape is more vehicle-shaped than the central portion of the bumper beam 16. Projects forward. Therefore, the center beam 19 is disposed so as to be inclined so that the upper end protrudes forward of the vehicle body from the lower end.

  A pair of radiator mounting brackets 24, 24 and a pair of capacitor mounting brackets 25, 25 project from the rear edge of the bulkhead upper member 18, and a pair of rubber members is formed on the upper surface of the bulkhead lower member 20. Radiator support members 26, 26 and a pair of rubber capacitor support members 27, 27 are provided. A radiator 28 is supported between the radiator mounting brackets 24 and 24 and the radiator support members 26 and 26, and a capacitor 29 is supported between the capacitor mounting brackets 25 and 25 and the capacitor support members 27 and 27.

  A hood lock 32 that locks the striker 31 provided at the front end of the bonnet hood 30 that covers the upper part of the engine room, and a stopper 33 that elastically supports the front end of the bonnet hood 30 are the upper surface of the central portion of the bulkhead upper member 18. Is provided.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

In FIG. 4, consider a case where a vehicle _collides with a pedestrian at a vehicle speed V _veh . Due to the collision with the pedestrian, the bulkhead upper member 18 which is the waist energy absorbing member moves backward by the distance X _hip by the collision load F _hip , and the bumper beam 16 which is the leg energy absorbing member is rearward by the collision load F _leg . _Is moved by a distance X _leg . At this time, if it is assumed that the kinetic energy of the pedestrian accelerated to the vehicle speed V _veh by the collision is absorbed by the retreat of the bulkhead upper member 18 and the bumper beam 16, the energy conservation law
(1/2) MV _veh ² = F _hip X _hip + F _leg X _leg (1)
Is established. M is the mass of the pedestrian.

If the moment of inertia around the pedestrian's center of gravity G is I and the angular acceleration around the pedestrian's center of gravity G is dω / dt, the angular motion equation
I (dω / dt) = F _hip L _hip + F _leg L _leg (2)
Is established. Note that L _hip is a moment arm from the pedestrian's center of gravity position G to the bulkhead upper member 18, and L _leg is a moment arm from the pedestrian's center of gravity position G to the bumper beam 16.

In equation (2), in order to reduce the angular velocity at which the pedestrian's head collides with the hood 30, it is necessary to reduce the angular acceleration of the left side by dω / dt. and the moment F _hip L _hip by collision load F _hip of the waist, it is necessary to reduce the moment F _leg L _leg with the collision load F _leg of the legs of the second term on the right side.

At this time, it is ideal if both the waist collision load F _hip and the leg collision load F _leg can be reduced, but in reality, the sum of the waist collision load F _hip and the leg collision load F _leg is almost equal. Since it is constant, it is only possible to make one of the waist collision load F _hip and the leg collision load F _leg larger and the other smaller.

Accordingly, when attention is paid to the moment arm L _hip from the center of gravity position G to the bulkhead upper member 18 and the moment arm L _leg from the center of gravity position G to the bumper beam 16, since L _hip <L _leg , the larger moment arm L _leg By reducing the collision load F _leg of the _leg that is multiplied by and increasing the collision load F _{hip of the} waist that is multiplied by the smaller moment arm L _hip , the sum of the moments on the right side of Equation (2) is minimized. It is possible to reduce the angular velocity of the head by minimizing the angular acceleration around the center of gravity position of the pedestrian on the left side by dω / dt.

In this regard, the inventions described in Patent Document 1 and Patent Document 2 described above are such that the vehicle body collides with the pedestrian's leg portion before the pedestrian's waist portion. _{The leg} impact load F _leg becomes larger than the _hip , and there is a problem that the sum of moments on the right side of the equation (2) becomes large and the angular velocity of the head increases.

On the other hand, in this embodiment, when the vehicle collides with a pedestrian, the bulkhead upper member 18 protrudes forward from the bumper beam 16, so that the waist collision load F _hip is greater than the _leg collision load F _leg . Thus, the angular velocity of the pedestrian's head can be minimized, and the impact when the head collides with the hood 30 can be reduced.

Thus, in order to minimize the angular velocity of the pedestrian's head, it is effective to increase the waist collision load F _hip and reduce the _leg collision load F _leg , but the waist collision load F _{If hip} is excessive, injury may occur in the pedestrian's lower back, so it is difficult to increase the waist impact load F _hip beyond the limit value. The first term on the right side of the equation (1) is the amount of collision energy absorbed by the bulkhead upper member 18, but the waist part due to deformation of the bulkhead upper member 18 even when the collision load F _{hip of the} waist part cannot be increased. By increasing the rearward movement distance X _hip , the energy absorption amount by the bulkhead upper member 18 is maximized, and the share of the energy absorption amount by the bumper beam 16 is reduced, thereby reducing the pedestrian's head. The angular velocity of the part can be reduced.

Specifically, as shown in FIG. 5 (A), when the front part of the vehicle collides with a pedestrian, the bulkhead upper member 18 that protrudes to the front side of the vehicle body first comes into contact with the waist part of the pedestrian, and the pedestrian velocity V _P of the center of gravity G gradually increases. At the initial stage of the collision shown in FIG. 5 (B), the bulkhead upper member 18 moves backward due to the collision with the pedestrian's waist and absorbs the collision energy, and the bumper beam 16 is moved behind the bulkhead upper member 18 by the pedestrian. Touch the legs.

In the middle of the collision shown in FIG. 6C, the bulkhead upper member 18 is further retracted and the bumper beam 16 is retracted due to the collision with the pedestrian's leg, but the stroke that the bumper beam 16 can retract is small. Because it is set, the retreat is completed in the middle of this collision. A pedestrian whose leg is paid forward to the bumper beam 16 rotates the upper body around the gravity center position G backward. At this time, even if the rigidity of the bulkhead upper member 18 is set low so that the waist collision load F _hip does not exceed the limit value, the waist waist rearward movement distance X _hip is large, so the waist collision energy is sufficient. The collision energy can also be absorbed by the retreat of the bumper beam 16. By ensuring the waist collision load F _hip to the maximum within the range of the limit value, the leg collision load F _leg is kept as small as possible, the moment around the pedestrian's center of gravity G is kept small, and the head It is possible to prevent the angular velocity from increasing.

  6D, the bumper beam 16 stops moving backward, and only the bulkhead upper member 18 moves backward to absorb the remaining collision energy. At this stage, there is a possibility that the head of the pedestrian collides with the hood 30. However, since the angular velocity of the head is minimized as described above, the head injury can be reduced.

  As described above, according to the present embodiment, the bulkhead upper member 18 is positioned in front of the bumper beam 16 before the collision with the pedestrian, and after the collision with the pedestrian, the bumper beam is caused by the collision load. 16, the collision load applied to the bulkhead upper member 18 near the pedestrian's center of gravity G is increased, and the collision load applied to the bumper beam 16 far from the pedestrian's center of gravity G is reduced. In addition to reducing the angular velocity at which the upper body of the pedestrian falls backward, the head of the pedestrian is protected, and a sufficient amount of deformation of the bulkhead upper member 18 in the rear is ensured to add to the pedestrian's waist. The collision energy can be sufficiently absorbed while avoiding an excessive collision load.

  Further, since the bulkhead upper member 18 is thinner and less rigid than the bumper beam 16 and both ends thereof are rotatably supported by the pins 21 and 22 and the long holes 18a, the bulkhead upper member 18 is a bumper. It can move rearward with a smaller load than the beam 16. This prevents the collision load input from the bulkhead upper member 18 to the lumbar of the pedestrian from becoming excessive while increasing the amount of movement of the bulkhead upper member 18 toward the rear to secure the amount of energy absorption. Can do.

  Further, since the energy absorption amount of the bulkhead upper member 18 is larger than the energy absorption amount of the bumper beam 16, the collision load input to the pedestrian's legs from the bumper beam 16 having a large distance from the pedestrian's center of gravity G is reduced. In addition, the angular velocity of the head can be effectively reduced so that the upper body of the pedestrian does not fall rapidly backward.

  Further, since the bulkhead upper member 18 and the bumper beam 16 are supported at the left and right ends, when the pedestrian collides with the central portion in the left and right direction of the bulkhead upper member 18 and the bumper beam 16, it is easily deformed and absorbs energy. The effect is exhibited effectively. On the other hand, when the pedestrian collides with a position offset in the left-right direction from the central portion of the bulkhead upper member 18 and the bumper beam 16, the energy absorption effect is low because the bulkhead upper member 18 and the bumper beam 16 are not easily deformed. However, since the bulkhead upper member 18 and the bumper beam 16 are convexly curved at the center in the left-right direction, the pedestrian can escape from the collision position to the outside in the left-right direction to reduce the collision load. it can.

  Further, both left and right end portions of the bulkhead upper member 18 are rotatably connected to the stays 14 and 14 by pins 21 and 22, so that the bulkhead upper member 18 is deformed rearward due to a collision load, and the stays 14 and 14 are connected. Even if a bending load acts on the connecting portion, the deformation of the stays 14 and 14 due to the bending load can be minimized.

  Further, since one end of the bulkhead upper member 18 is slidably connected to the left and right stays 14 by the long holes 18a and the pins 22, the bulkhead upper member 18 is deformed rearward due to a collision load, so Even if an outward load is applied to the connecting portion between the stays 14 and 14 from the center in the left-right direction of the vehicle body, the deformation of the stays 14 and 14 due to the load can be minimized.

  Further, the radiator mounting brackets 24 and 24 and the capacitor mounting brackets 25 and 25 projecting rearward from the bulkhead upper member 18 support the upper portions of the radiator 28 and the capacitor 29, respectively, so that the bulkhead upper member 18 is moved rearward by a collision load. When the upper portion of the radiator 28 and the capacitor 29 is tilted backward together with the bulkhead upper member 18 when deformed, damage to the radiator 28 and the capacitor 29 can be minimized.

  Further, a hood lock 32 for fixing the striker 31 at the front end of the bonnet hood 30 is provided at the center in the left-right direction of the bulkhead upper member 18, and the center beam 19 extending in the vertical direction is provided at the center in the left-right direction of the bulkhead upper member 18. Since the hood hood 30 is strongly closed, the load can be transmitted to the bumper beam 16 via the hood lock 32 and the center beam 19 (see FIG. 2).

  Further, the center beam 19 is provided with a notch 19a that can be easily bent at a connecting portion with the bumper beam 16, and is supported by the bumper beam 16 through the long hole 19b and the pin 23 so as to be slidable back and forth. At the time of a light collision in which only a collision load is input, the center beam 19 is deformed at the notch 19a or the long hole 19b is slid with respect to the pin 23, thereby preventing the deformation of the bumper beam 16 and reducing the repair cost. can do.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the second embodiment, the waist energy absorbing members 18 and 18 are vertically divided into two parts, and the leg energy absorbing members 16 and 16 are vertically divided into two parts. In this way, by dividing the waist energy absorbing members 18 and 18 and the leg energy absorbing members 16 and 16 into two parts vertically, the height, rigidity, amount of retreat, etc. can be changed to increase the degree of freedom in design. it can.

  Next, another embodiment of the present invention will be described with reference to FIGS.

  In the third embodiment of the present invention shown in FIG. 8A, the waist energy absorbing member 18 is configured by a number of energy absorbing ribs arranged along the front end of the bonnet hood 30.

  In the fourth embodiment of the present invention shown in FIG. 8B, a reinforcing member waist energy absorbing member 18 made of a metal press part or a resin molded part disposed on the upper back surface of the bumper face 34 is configured.

  In the fifth embodiment of the present invention shown in FIG. 9C, the waist energy absorbing member 18 is configured by a number of energy absorbing ribs arranged along the upper back surface of the front grill 35.

Sixth embodiment of the present invention shown in FIG. 9 (D) is obtained by constituting the lumbar energy absorbing member 18 with a reinforcing member made of placed on the top rear surface of the front grill 35 metal stamping parts and resin molded parts is there.

  According to these second to third embodiments, it is easy to dispose the waist energy absorbing member 18 in front of the leg energy absorbing member (bumper beam 16).

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the waist energy absorbing member of the present invention is not limited to the bulkhead upper member 18 of the embodiment, and the leg energy absorbing member of the present invention is not limited to the bumper beam 16 of the embodiment. .

  In the embodiment, the bulkhead upper member 18 and the bumper beam 16 are fixed to the vehicle body, but one or both of them may be provided on the vehicle body so as to be movable back and forth. In this case, when it is determined that it is inevitable that the vehicle collides with a pedestrian, the bulkhead upper member 18 and / or the bumper beam 16 is moved forward, and the bulkhead upper member 18 is moved forward of the bumper beam 16. What is necessary is just to be located.

  Further, in the embodiment, the right end of the bulkhead upper member 18 is rotatably supported by the pin 21 and the left end is rotatably and slidably supported by the long hole 18a and the pin 22, but the right end and the left end are supported. The way may be reversed, and the left and right ends may be slidably supported.

11 front side frame
12 Upper member 16 Bumper beam (Leg energy absorbing member)
18 Bulkhead upper member (waist energy absorbing member)
19 center beam
19a notch
19b long hole
23 pin 30 hood
31 striker
32 Food lock 34 Bumper face 35 Front grille

Claims (5)

In the vehicle pedestrian protection device that is disposed at the front of the vehicle body and absorbs collision energy at the time of collision with a pedestrian,
Legs energy absorbing member for absorbing a collision energy collides with the leg portion of the pedestrian (16), collision energy collide with the waist of the pedestrian is arranged in the high position from its legs energy absorbing member (16) A waist energy absorbing member (18) that absorbs
The waist energy absorbing member (18) is formed in a U shape or a V shape in a plan view, and a central portion in the left-right direction is curved convexly toward the front of the vehicle body, and the leg energy absorbing member (16) is , The central part of the left and right direction is convexly curved toward the front of the car body,
Before SL waist energy absorbing member (18), before a collision with a pedestrian is located forward of the leg portion energy absorbing member (16), and lower than the leg portion energy absorbing member (16) Since it is configured to be rigid and can move rearward with a smaller load than the leg energy absorbing member (16), the waist energy absorbing member (18) is caused by the collision with the pedestrian at the initial stage of the collision with the pedestrian. retreated by colliding with the waist of the pedestrian to absorb the collision energy, then the collision mid absorb waist energy absorbing member (18) and the leg portion energy absorbing member (16) collision energy by collision with a pedestrian moves backward, also pedestrian waist energy absorbing member in the collision late after the collision completion of (18) is positioned behind the leg portion energy absorbing member (16) until while Moves backward while absorbing the collision energy,
The left and right ends of the waist energy absorbing member (18) are respectively coupled to a pair of left and right upper members (12) extending from the front ends of the pair of left and right front pillars to the front lower side of the vehicle body. The left and right ends of the member (16) are respectively connected to the front ends of a pair of left and right front side frames (11) that are disposed on the left and right sides of the front portion of the vehicle body and extend in the longitudinal direction of the vehicle body.
A center part in the left-right direction of the waist energy absorbing member (18) is connected to a center part in the left-right direction of the leg energy absorbing member (16) via a center beam (19) extending in the vertical direction, and a hood hood ( 30) A pedestrian protection device for vehicles , wherein a hood lock (32) for engaging the striker (31) at the front end is provided at a central portion in the left-right direction of the waist energy absorbing member (18) . The center beam (19) is slidably connected to the leg energy absorbing member (16) through a long hole (19b) and a pin (23) passing through the long hole (19b). The pedestrian protection device for a vehicle according to claim 1, further comprising a notch (19a) that can be bent around the connecting portion .   The pedestrian protection for vehicles according to claim 1 or 2, wherein the energy absorption amount of the waist energy absorption member (18) is larger than the energy absorption amount of the leg energy absorption member (16). apparatus. 4. The pedestrian protection device for vehicles according to any one of claims 1 to 3, wherein the waist energy absorbing member (18) is a bulkhead upper member . The leg portion energy absorbing member (16) is characterized in that it is a bumper beam, pedestrian protection equipment according to any one of claims 1 to 4.

Images