JP6152706B2 - Pedestrian dive prevention device - Google Patents

Description

  The present invention relates to a pedestrian dive prevention device that prevents a pedestrian from entering a vehicle below when the vehicle collides with a pedestrian and the pedestrian falls to the front of the vehicle.

  Patent Document 1 discloses an arm that is rotatably mounted in the vehicle front-rear direction below a front portion of a side member, a blocker beam that extends in a vehicle width direction at a lower end portion of the arm, an actuator, an impact load detection sensor, and a control. A front end structure of a vehicle with a circuit is described. The actuator includes a cylinder, a piston rod, and an inflator.

  In the vehicle front end structure, when the impact load detection sensor detects the impact load, the control circuit operates the inflator to generate high-pressure gas. When the high-pressure gas injected into the cylinder advances the piston rod, the upper end of the arm pressed by the piston rod rotates backward about the support shaft, and the lower end of the arm and the blocker beam move the support shaft. It turns to the front of the vehicle around the center. The blocker beam receives an object to which an impact load is input, and prevents the object to which the impact load is input from entering the lower part of the vehicle.

JP 2007-22205 A

  In the vehicle front end structure (a pedestrian dive prevention device) described in Patent Document 1, the arm and the blocker beam rotate forward of the vehicle when the inflator generates high-pressure gas. For this reason, in order to return the pedestrian dive prevention device to the state before the operation, it is necessary to leave the vehicle at a repairer etc. and replace the inflator, even if the vehicle body damage at the time of the collision is small It is difficult for the driver to use the vehicle by returning the pedestrian dive prevention device to the state before the operation on the spot.

  Therefore, the present invention can prevent a pedestrian from entering below the vehicle when the vehicle collides with a pedestrian, and can return to the state before the operation without replacing parts after the operation. An object of the present invention is to provide a pedestrian dive prevention device.

  In order to solve the above problems, a pedestrian dive prevention device of the present invention includes a collision detection means, a dive prevention member, a biasing means, and a holding means. The collision detection means detects the collision of the collision object with the front part of the vehicle. The intrusion prevention member is supported at the lower part of the front end of the vehicle so as to be rotatable with respect to the vehicle body frame around a rotation axis extending in the vehicle width direction, and a deployment position and a distal end portion of the vehicle are located below the vehicle body frame. It can be tilted about the rotation axis between the storage position located behind and above the position. The urging means urges the dive prevention member to the deployed position. The holding means holds the dive prevention member in the storage position against the urging force of the urging means, and releases the holding of the dive prevention member when the collision detection means detects the collision of the collision object.

When the collision detection means detects the collision of the collision object and the holding means releases the holding of the anti-retraction member, the anti-retraction member tilts from the storage position to the expansion position by the urging force of the urging means, and the anti-retraction member at the expansion position. Prevents the collision object from entering the lower part of the body frame from the front.
The pedestrian sinking prevention device according to the first aspect of the present invention is a pedestrian sinking prevention device that prevents a pedestrian from sinking below a front underrun protector that extends in the vehicle width direction below the front end of the body frame. And a collision detection means, a dive prevention member, a biasing means, and a holding means. The collision detection means detects the collision of the collision object with the front part of the vehicle. The intrusion prevention member is rotatably supported by the front underrun protector about a rotation axis extending in the vehicle width direction, and has a deployment position in which a tip portion is positioned below the front underrun protector and a tip portion is located at a position lower than the deployment position. It can be tilted around the rotation axis between the rear and upper storage positions. The urging means urges the dive prevention member to the deployed position. The holding means holds the dive prevention member in the storage position against the urging force of the urging means, and releases the holding of the dive prevention member when the collision detection means detects the collision of the collision object. When the collision detection means detects the collision of the collision object and the holding means releases the holding of the anti-retraction member, the anti-retraction member tilts from the storage position to the expansion position by the urging force of the urging means, and the anti-retraction member at the expansion position. Prevents the collision object from entering the front under-run protector from the front.
The pedestrian dive prevention device according to the second aspect of the present invention includes a collision detection means, a dive prevention member, a link member, a biasing means, and a holding means. The collision detection means detects the collision of the collision object with the front part of the vehicle. The intrusion prevention member is supported at the lower part of the front end of the vehicle so as to be rotatable with respect to the vehicle body frame around a rotation axis extending in the vehicle width direction, and a deployment position and a distal end portion of the vehicle are located below the vehicle body frame. It can be tilted about the rotation axis between the storage position located behind and above the position. The link member is linear between the support portion that is rotatably supported by the vehicle body frame around the second rotation shaft extending in the vehicle width direction behind the rotation shaft, and between the front end portion side and the rotation shaft side. And an engaging portion that is engaged with and connected to the dive prevention member so as to be slidable. The urging means urges the dive prevention member to the deployed position by urging the link member to the operating position. The holding means holds the dive prevention member in the storage position against the urging force of the urging means, and releases the holding of the dive prevention member when the collision detection means detects the collision of the collision object. The sliding movement of the engaging portion of the link member from the front end side of the submersion prevention member to the rotation shaft side causes the second rotation from the normal position to the operating position in conjunction with the tilting of the submergence prevention member from the storage position to the deployed position. The link member is allowed to tilt around the axis. When the collision detection means detects the collision of the collision object and the holding means releases the holding of the anti-retraction member, the anti-retraction member tilts from the storage position to the expansion position by the urging force of the urging means, and the anti-retraction member at the expansion position. Prevents the collision object from entering the lower part of the body frame from the front.

  In the above configuration, when the collision detection means detects a pedestrian collision, the intrusion prevention member tilts from the storage position to the deployed position, and the intrusion prevention member in the deployed position causes the collision object to enter the lower part of the body frame from the front. Therefore, when the vehicle collides with a pedestrian, the pedestrian can be prevented from entering the lower part of the body frame.

  Since parts that cannot be reused once used (for example, inflators) are not required, the pedestrian anti-skid device can be returned to its pre-operation state and used repeatedly without replacing parts after operation. When the damage to the vehicle body is small, the driver or the like can use the vehicle by returning the pedestrian dive prevention device to the pre-operation state relatively easily. Further, when returning to the state before the operation, the workability of the return work is improved as compared with the case where the parts need to be replaced.

  Until the collision detection means detects the collision of the collision object, the dive prevention member is held in the storage position tilted rearward and upward from the deployed position around the rotation axis, so that the approach angle of the vehicle can be secured. it can.

In the second aspect , the sliding movement of the engaging portion from the distal end side to the rotating shaft side causes the second movement from the normal position to the operating position in conjunction with the tilting of the dive prevention member from the storage position to the deployed position. The link member is allowed to tilt around the rotation axis. For this reason, when the link member is urged by the urging means and tilts from the normal position to the operating position, the engaging portion of the link member slides from the tip side of the anti-immersion member to the rotating shaft side, and the anti-intrusion member Tilts from the stowed position to the deployed position.

  Thus, since the engaging part of the link member and the anti-retraction member are slidably connected, the anti-retraction member is supported by the link member while tilting from the storage position to the deployed position. For this reason, the movement of the intrusion prevention member during tilting is stabilized.

  Further, since the urging means urges the link member, the urging means urges the dive prevention member, and the link member tilts following the tilting of the dive prevention member, so that the descent prevention member during the tilting is compared. The movement of is more stable.

A pedestrian diving prevention apparatus according to a third aspect of the present invention is the pedestrian diving prevention apparatus according to the first aspect or the second aspect, and includes tilt restriction means. The tilt regulating means holds the retracting prevention member at the deployed position at the deployed position.

  In the above configuration, since the anti-retraction member at the deployed position is held at the expanded position, the anti-retraction member does not tilt rearward even if a collision object comes in contact from the front of the anti-retraction member, and is behind the anti-retraction member. It is possible to reliably prevent the collision object from entering the vehicle.

The pedestrian sinking prevention device of the fourth aspect of the present invention is the pedestrian sinking prevention device of the second aspect described above, and includes tilting restricting means. The tilt regulating means holds the retracting prevention member at the deployed position at the deployed position. The dive prevention member has a long hole-like guide hole that extends linearly between the distal end side and the rotation shaft side and is engaged and coupled so that the engaging portion of the link member is slidably movable. The tilt restricting means is an engagement recess formed continuously from the guide hole on the rotation shaft side of the anti-slipping member and engaging with the engaging portion of the link member at the operating position to prevent the link member from tilting from the operating position. It is.

  In the above configuration, when the link member is tilted from the normal position to the operating position by the urging force of the urging means, the engaging portion of the link member slides from the distal end side to the rotating shaft side along the guide hole of the subtraction prevention member. When the dive prevention member reaches the unfolded position, it engages with the engaging recess on the rotating shaft side.

  In addition, the engagement concave portion of the anti-retraction member in the deployed position that engages with the engagement portion of the link member restricts the sliding movement of the engagement portion relative to the anti-retraction member and prevents the link member from tilting from the operating position. The anti-snipping member is held in the deployed position.

  As described above, since the anti-retraction member is held at the unfolded position by providing the engagement recess in the anti-retraction member, the increase of the number of parts can be suppressed and the anti-retraction member can be held at the unfolded position with a simple structure. .

  In addition, since the anti-retraction member is held at the unfolded position, and the link member supports the anti-retraction member at the unfolded position from the rear, the rigidity of the unintrusion preventive member at the unfolded position with respect to the load input from the front can be increased, and the unintrusion preventing It is possible to more reliably prevent the collision object from entering behind the member.

  According to the present invention, when a vehicle collides with a pedestrian, it is possible to prevent the pedestrian from entering the lower side of the vehicle and to return to the state before the operation without replacing parts after the operation. .

It is a perspective view of the front part of the track provided with the pedestrian dive prevention device concerning this embodiment. It is a perspective view of the principal part of the pedestrian diving prevention apparatus which concerns on this embodiment. It is a typical side view of the principal part of the pedestrian diving prevention apparatus which concerns on this embodiment. FIG. 4 is a cross-sectional view taken along arrow IV-IV in FIG. 3. It is the side view which looked at the torsion spring from the vehicle width direction outer side. It is the rear view which looked at the torsion spring of FIG. 4 from VI direction. It is a schematic diagram of the principal part of a dive prevention member and a link arm, (a) shows the state seen from the vehicle width direction outer side, (b) shows the state seen from the front. It is a typical side view of a locking device, (a) shows the locked state, (b) shows the state which released the lock, respectively.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In each figure, FR indicates the front of the vehicle, UP indicates the upper side, and IN indicates the inner side in the vehicle width direction. Moreover, in the following description, the left-right direction means the left-right direction with the vehicle facing forward.

  As shown in FIG. 1, a truck (vehicle) 1 including a pedestrian dive prevention device 10 according to the present embodiment is a cab-over type truck 1 in which a cab 2 is generally disposed above an engine (not shown). A vehicle body frame 3 (see FIG. 2), a front panel 4 standing in a substantially vertical direction at the front end of the cab 2, a front bumper 5 extending in the vehicle width direction below the front panel 4, and below the front bumper 5 It includes a front underrun protector 6 (hereinafter referred to as FUP) extending in the vehicle width direction and left and right front tires 7 disposed below both sides of the cab 2 in the vehicle width direction.

  As shown in FIG. 2, the vehicle body frame 3 includes a plurality of left and right side frames 8 that extend across the front and rear of the truck 1 on both sides in the vehicle width direction, and a plurality of left and right side frames 8 that extend along the vehicle width direction. And a cross frame 9. In FIG. 2, only the cross frame 9 that connects the front end portions of the left and right side frames 8 is shown.

  As shown in FIGS. 2 and 3, the FUP 6 is a rod-shaped body having a rectangular cross-section with both ends in the vehicle width direction closed, and extends downward at the front end portions of the left and right side frames 8. The rear surface of the FUP 6 is fixed to the front surface of the lower end of 11 (hereinafter referred to as FUP bracket) by welding, bolts (not shown) or the like, and extends across the left and right sides of the track 1. The left and right FUP brackets 11 are a structure constituted by a plurality of plates, and protrude above the FUP bracket 11 and are in close contact with the outer side surface of the side frame 8 in the vehicle width direction by bolts (not shown). A plate-like vertical fixing portion 12 to be fixed and a plate-like horizontal fixing portion 13 that protrudes forward of the FUP bracket 11 and is fixed to the lower surface of the side frame 8 by bolts or the like (not shown), respectively. Have. The FUP 6 regulates the movement of the other vehicle behind the FUP 6 when the vehicle 1 collides with another vehicle (not shown) such as a passenger car whose vehicle height is lower than that of the truck 1. The other vehicle is prevented from getting under the vehicle body frame 3.

  As shown in FIG. 3, the front bumper 5 is disposed so as to cover the vehicle body frame 3 from the front, extends in the vehicle width direction, and is fixed to the front end portion 15 of the vehicle body frame 3 with bolts or the like (not shown).

  As shown in FIGS. 2 to 4, the pedestrian dive prevention device 10 includes a dive prevention member 14, left and right torsion springs (biasing means) 25, left and right link arms (link members) 26, and left and right lock devices (holding). Means) 16, an acceleration sensor (collision detection means) 17, and a controller (collision detection means) 18. The torsion spring 25, the link arm 26, and the lock device 16 of the pedestrian dive prevention device 10 are provided symmetrically on the left and right sides of the track 1 and have substantially the same configuration. Therefore, the left side will be described below. The description on the right side is omitted.

  The intrusion prevention member 14 includes left and right support arms 20 that are rotatably supported by pivot shafts (rotating shafts) 19 along the vehicle width direction at the rear of the FUP 6 at the lower ends of the left and right FUP brackets 11 and extend downward. A guard bar 21 that is fixed to both lower ends of the left and right support arms 20 and extends to the left and right of the track 1 is integrally provided. That is, the dive prevention member 14 is supported by the vehicle body frame 3 so as to be rotatable around the pivot shaft 19 extending in the vehicle width direction at the lower front end of the truck 1. The guard bar 21 is formed in a rectangular cross-section with both ends in the vehicle width direction closed, and is disposed at the distal end portion of the dive prevention member 14. The left and right support arms 20 extend in a straight line between the guard bar 21 side (the tip end side of the dive-in prevention member 14) and the pivot shaft 19 side along the longitudinal direction, and extend in the vehicle width direction. Slide rail holes (guide holes) 22. On the pivot shaft 19 side of the slide rail hole 22, there is an engagement recess (tilt regulating means) 49 that is recessed forward with a size and shape to engage with a slide shaft (engagement portion) 27 of a link arm 26 described later. It is formed continuously from the slide rail hole 22. The dive prevention member 14 is stored in a deployed position (a position indicated by a two-dot chain line in FIG. 3) extending substantially vertically from the pivot shaft 19 and the guard bar 21 side tilted rearward and upward about the pivot shaft 19 from the deployed position. It can be tilted about the pivot shaft 19 between positions (positions indicated by solid lines in FIG. 3). In the unfolded position, the guard bar 21 at the lower end portion (tip end portion) of the dive prevention member 14 is disposed in the vicinity of the road surface 24, and the front surface of the upper end portion of the support arm 20 and the rear surface of the FUP 6 come into contact with each other. 14 tilting is regulated.

  As shown in FIGS. 3 and 4, a rotation shaft member (second rotation shaft) 34 extending in the vehicle width direction is rotatably supported on the side frame 8 of the vehicle body frame 3, with the rotation shaft member 34 as the center. The link arm 26 is rotatably supported with respect to the vehicle body frame 3. The side frame 8 that supports the rotating shaft member 34 integrally includes an upper plate portion 28, a lower plate portion 29, and a vertical plate portion 30, and is formed in a substantially U-shaped cross section. The vertical plate portion 30 has a through-hole 31 having a circular cross section that communicates the inner side in the vehicle width direction of the vertical plate portion 30 and the outer side in the vehicle width direction of the vertical plate portion 30, and the outer end in the vehicle width direction of the upper plate portion 28. And the outer end of the lower plate portion 29 in the vehicle width direction are connected. The through hole 31 is formed behind the pivot shaft 19 and ahead of the front tire 7. A vehicle width direction inner end portion of the upper plate portion 28 and a vehicle width direction inner end portion of the lower plate portion 29 are connected to the vehicle width direction inner end portion of the side frame 8, and the vertical frame portion 30 of the side frame 8 is connected to the vertical plate portion 30 of the side frame 8. Opposing substantially plate-like shaft support members 32 are fixed. The shaft support member 32 includes a through hole 33 having a circular cross section that is disposed coaxially with the through hole 31 of the side frame 8 and penetrates in the vehicle width direction.

  The rotating shaft member 34 is a substantially cylindrical body that extends in the vehicle width direction longer than the length of the side frame 8 in the vehicle width direction, and includes a through hole 31 of the side frame 8, a center portion 25 a of a torsion spring 25 described later, The through hole 33 of the shaft support member 32 is inserted. The rotary shaft member 34 includes the side frame 8 and the shaft support member 32 via bearings 38 and 39 fixed between the inner peripheral surfaces of the through holes 31 and 33 and the outer peripheral surface of the rotary shaft member 34. Is supported rotatably. A flange 40 is formed on the rotary shaft member 34 on the inner side in the vehicle width direction than the vertical plate portion 30 of the side frame 8. The flange 40 is coaxial with the axis of the rotary shaft member 34 and protrudes in a disk shape from the outer peripheral surface of the rotary shaft member 34, and the outer side surface in the vehicle width direction of the flange 40 is the inner side surface in the vehicle width direction of the vertical plate portion 30 of the side frame 8. Abut. The contact of the flange 40 with the vertical plate portion 30 of the side frame 8 restricts the movement of the rotary shaft member 34 to the outside in the vehicle width direction. A fitting portion 41 having a rectangular cross section is formed at the outer end in the vehicle width direction of the rotating shaft member 34. The fitting part 41 is inserted into a fitting hole 42 of the link arm 26 described later. A rod-shaped locking portion 36 protrudes rearward from the outer peripheral surface of the rotary shaft member 34 on the inner peripheral side of the flange 40 in the vehicle width direction.

  As shown in FIGS. 4 to 6, the torsion spring 25 includes a central portion 25a spirally wound around the rotary shaft member 34, and a rear portion from the central portion 25a on the inner end side in the vehicle width direction of the central portion 25a. A first arm portion 25b extending substantially linearly upward, and a substantially U-shaped second arm extending rearward and downward from the center portion 25a on the outer end side in the vehicle width direction of the center portion 25a and having a tip opening downward. 25c and is disposed between the upper plate portion 28 and the lower plate portion 29 of the side frame 8. The first arm portion 25b of the torsion spring 25 is sandwiched between a substantially plate-shaped fixing member 35 formed in a U-shaped cross section that opens upward and the upper plate portion 28 of the side frame 8, and a screw (not shown). Is omitted). The substantially U-shaped second arm portion 25 c of the torsion spring 25 is locked to the locking portion 36 of the rotating shaft member 34. The first arm portion 25b may be provided on the outer side in the vehicle width direction, and the second arm portion 25c may be provided on the inner side in the vehicle width direction.

  As shown in FIGS. 3 and 4, the link arm 26 is a rod-like body, and is fitted to the fitting portion 41 of the rotating shaft member 34 at one end portion (upper end portion) so as to be rotatable about the rotating shaft member 34. A fitting hole (supporting portion) 42 having a rectangular cross section to be supported and a slide shaft (engaging portion) 27 at the other end (lower end) are provided. The fitting portion 41 of the rotating shaft member 34 is inserted into the fitting hole 42 of the link arm 26 in a state where the washer 47 is attached to the rotating shaft member 34 protruding outward in the vehicle width direction from the vertical plate portion 30 of the side frame 8. Thus, the inner peripheral surface of the fitting hole 42 and the outer peripheral surface of the fitting portion 41 are fitted. The link arm 26 and the rotary shaft member 34 are fixed by bolts 48, and the link arm 26 extends linearly from the upper end portion to below the side frame 8. The link arm 26 and the rotary shaft member 34 are fixed, and the locking portion 36 of the rotary shaft member 34 and the second arm portion 25c of the torsion spring 25 are locked. It is biased to the forward operating position (position indicated by a two-dot chain line in FIG. 3). An L-shaped bracket 43 is fixed to the rear surface side of the link arm 26 (see FIG. 8). The L-shaped bracket 43 has a bottom plate 44 extending rearward from the rear surface side of the link arm 26 and a side plate 45 bent upward from the rear end of the bottom plate 44. A retractable coil spring 46 is fixed to the upper surface of the bottom plate 44 of the L-shaped bracket 43.

  As shown in FIGS. 7A and 7B, the slide shaft 27 is a rod-shaped body extending inward in the vehicle width direction from the lower end of the link arm 26, and is formed in the slide rail hole 22 of the support arm 20. It is inserted from the outside in the vehicle width direction, inserted through the slide rail hole 22, and engaged with and connected to the support arm 20 so as to be slidable along the slide rail hole 22. A flange 50 is formed on the link arm 26 side of the slide shaft 27, and the inner surface in the vehicle width direction of the flange 50 and the outer surface in the vehicle width direction of the support arm 20 are in contact with the slide shaft 27 inserted through the slide rail hole 22. Touch. A C-shaped ring 51 is attached to the slide shaft 27 that protrudes inward in the vehicle width direction from the support arm 20 in a state where the slide shaft 27 is inserted through the slide rail hole 22. The slide shaft 27 is restricted from moving in the vehicle width direction by the flange 50 and the C-shaped ring 51. The slide shaft 27 is slidably movable between the guard bar 21 side and the pivot shaft 19 side while being guided by the slide rail hole 22.

  The link arm 26 has a normal position where the slide shaft 27 is slid toward the guard bar 21 (a position indicated by a solid line in FIG. 3) and an operating position where the slide shaft 27 is slid toward the pivot shaft 19 (2 in FIG. 3). It is possible to tilt around the rotary shaft member 34 between the position indicated by the dotted line). In a state where the link arm 26 is disposed at the normal position, the slide shaft 27 is disposed on the guard bar 21 side, and the dive prevention member 14 is disposed at the storage position. In the state where the link arm 26 is disposed at the operating position, the slide shaft 27 is disposed on the pivot shaft 19 side, and the dive prevention member 14 is disposed at the deployed position. That is, the slide movement of the slide shaft 27 along the slide rail hole 22 extending linearly between the guard bar 21 side and the pivot shaft 19 side is developed from the link arm 26 tilting from the normal position to the operating position and from the storage position. The interlocking with the dive prevention member 14 tilting to the position is allowed. Since the link arm 26 and the dive prevention member 14 are slidably connected to each other, and the link arm 26 and the dive prevention member 14 are interlocked, the torsion spring 25 that biases the link arm 26 to the operating position causes the link arm 26 to move. By energizing, the dive prevention member 14 is energized to the deployed position.

  As shown in FIGS. 8A and 8B, the lock device 16 includes a support shaft 52, a slide member 53, a solenoid 54, a connecting member 55, and a slide stopper 56, and a through hole in the side frame 8. It arrange | positions behind 31 and is fixed to the vertical board part 30 of the side frame 8 (refer FIG. 2).

  The support shaft 52 is fixed to the outer side surface in the vehicle width direction of the vertical plate portion 30 of the side frame 8 by welding or the like, and extends from the outer side in the vehicle width direction of the fixing portion 57. A substantially cylindrical shaft portion 58 that extends rearward and downward is integrally provided. The slide member 53 is a bottomed cylindrical body, has a hole 59 slightly larger in diameter than the shaft portion 58, and slides on the support shaft 52 in a state where the shaft portion 58 of the support shaft 52 is inserted into the hole 59. It is supported movably. On the outer peripheral surface of the slide member 53 on the rear side, a rod-like handle portion 60 protrudes rearward. A convex portion 61 that protrudes outward in the vehicle width direction is formed at the lower end of the vertical plate portion 30 of the side frame 8 so that the slide member 53 does not detach from the support shaft 52 even if it slides downward. When the slide member 53 slides downward, the grip portion 60 of the slide member 53 comes into contact with the convex portion 61, and the slide member 53 is prevented from being detached from the support shaft 52.

  The solenoid 54 has a solenoid body 62 and a plunger 63 that is movably inserted into the solenoid body 62, and is disposed slightly above the upper end of the support shaft 52 in a state where the plunger 63 faces rearward. Eight vertical plate portions 30 are fixed.

  The connecting member 55 is a plate-like body that is rotatably supported by the vertical plate portion 30 of the side frame 8 via a shaft 64 and extends in the vertical direction. The upper end portion 65 is rotatably connected to the plunger 63 of the solenoid 54. The lower end 66 is rotatably connected to a rear end of a slide stopper 56 described later. A coil spring 67 is connected between the lower end portion 66 of the connecting member 55 and the shaft 64 and extends forward from the connecting member 55 side, and the front end of the coil spring 67 protrudes from the vertical plate portion 30 of the side frame 8. Fixed to. The lower end side of the connecting member 55 is urged forward by a force (hereinafter referred to as a contracting force) that the coil spring 67 contracts.

  The slide stopper 56 is a rod-like body extending substantially in the front-rear direction, and has a groove 69 having a U-shaped cross section that opens forward at the front end. The bottom portion of the groove 69 having a U-shaped cross section is formed in an arc shape along the outer peripheral surface of the shaft portion 58 of the support shaft 52. Two U-shaped support members 68 are fixed to the vertical plate portion 30 of the side frame 8 with both ends facing inward in the vehicle width direction, and between the U-shaped support member 68 and the side frame 8. The slide stopper 56 is inserted into this space, and the slide stopper 56 is slidably supported by two U-shaped support members 68. The rear end portion of the slide stopper 56 is rotatably connected to the lower end portion 66 of the connecting member 55. When the slide stopper 56 moves forward, the bottom portion of the groove 69 engages with the outer peripheral surface of the shaft portion 58 of the support shaft 52.

  When the solenoid 54 is in a non-excited state, the upper end portion 65 side above the shaft 64 of the connecting member 55 is moved rearward by the contraction force of the coil spring 67, and the plunger 63 protrudes from the solenoid body 62. The slide stopper 56 is disposed at a position where the slide stopper 56 is slid forward as a result of the contraction force of the coil spring 67 causing the lower end 66 side below the shaft 64 of the connecting member 55 to move forward (see FIG. 8A). ). On the other hand, when the solenoid 54 is in an excited state, the plunger 63 moves in the direction (forward) in which the plunger 63 enters the solenoid body 62 against the contraction force of the coil spring 67. When the plunger 63 moves forward, the upper end portion 65 side above the shaft 64 of the connecting member 55 moves forward, the lower end portion 66 side below the shaft 64 moves rearward, and the slide stopper 56 slides backward. (See FIG. 8B).

The acceleration sensor 17 is installed on the rear surface of the front bumper 5 in the center in the vehicle width direction, detects acceleration in the front-rear direction of the front bumper 5 of the truck 1 and sequentially outputs it to the controller 18 (see FIG. 3). The controller 18 is configured by a CPU , a memory, and the like (not shown), and sequentially determines whether or not the acceleration input from the acceleration sensor 17 has suddenly decreased. When the acceleration has rapidly decreased, the running track It is determined that a collision object has collided with the front bumper 5 of the first power supply, and energization is started from the battery power source (not shown) to the solenoid 54 of the lock device 16. That is, the acceleration sensor 17 and the controller 18 function as a collision detection unit that detects a collision of a collision object with the front bumper 5 at the front of the track 1. In the present embodiment, the collision detection means (the acceleration sensor 17 and the controller 18) detects the collision of the colliding object with the front bumper 5, but may detect a state where the collision of the collision object cannot be avoided. In the present embodiment, the collision detection means detects the collision of the colliding object with the front bumper 5, but the present invention is not limited to this, and the collision of the colliding object with the front portion of the truck 1 (the collision object For example, an acceleration sensor 17 may be provided behind the front panel 4 to detect a collision of a colliding object with the front panel 4 or the like.

  Next, the movement of the pedestrian dive prevention device 10 will be described.

  As shown in FIG. 3, while the acceleration sensor 17 and the controller 18 do not detect a collision of an impact object (in this embodiment, a pedestrian) with the front bumper 5, that is, when the pedestrian dive prevention device 10 is not in operation. The link arm 26 is disposed at a normal position (a position indicated by a solid line in FIG. 3) in a state against the urging force of the torsion spring 25, and is locked by the lock device 16 to restrict forward tilting. In a state where the forward tilt of the link arm 26 is restricted by the lock device 16, the dive prevention member 14 is held in the storage position (position indicated by a solid line in FIG. 3). That is, the lock device 16 restricts the tilt of the link arm 26 forward and holds the link arm 26 in the normal position, so that the anti-retraction member 14 biased by the link arm 26 is stored against the biasing force. Hold in position.

  As shown in FIG. 8A, in the lock device 16 that locks the link arm 26 and restricts the tilt of the link arm 26 forward, the slide member 53 presses the coil spring 46 of the link arm 26 to contract. In this state, the bottom portion of the groove 69 of the slide stopper 56 engages with the outer peripheral surface of the shaft portion 58 of the support shaft 52, and the front lower end of the slide stopper 56 and the upper end of the slide member 53 come into contact with each other. Due to the contact between the slide stopper 56 and the slide member 53, the upward slide movement of the slide member 53 biased by the coil spring 46 is restricted. The link arm 26 is urged forward by the urging force of the torsion spring 25, and the front surface of the side plate 45 of the L-shaped bracket 43 abuts on the outer peripheral surface of the slide member 53, whereby the forward tilt of the link arm 26 is restricted. The Since the solenoid 54 is in a non-excited state, the sliding movement of the slide stopper 56 to the rear is restricted by the contraction force of the coil spring 67, and the lock device 16 keeps the link arm 26 locked.

  On the other hand, when the acceleration sensor 17 and the controller 18 detect a pedestrian collision with the front bumper 5, that is, when the pedestrian dive prevention device 10 is activated, the controller 18 is connected to the lock device 16 from the battery power source (not shown). Energization of the solenoid 54 is started. When the solenoid 54 is in an excited state, as shown in FIG. 8B, the slide stopper 56 slides backward against the contraction force of the coil spring 67, and the slide movement of the slide member 53 is restricted. Canceled. When the restriction on the sliding movement of the sliding member 53 is released, the sliding member 53 slides upward by the biasing force of the coil spring 46. When the lower end of the slide member 53 moves above the upper end of the side plate 45 of the L-shaped bracket 43, the restriction on the tilting of the link arm 26 to the front is released, and the urging force of the torsion spring 25 causes the link arm 26 to move forward. Tilt to operating position. That is, when the acceleration sensor 17 and the controller 18 detect a collision of a pedestrian with the front bumper 5, the lock device 16 cancels the restriction of the tilt of the link arm 26 forward, and thereby enters the storage position. The holding of the prevention member 14 is released. The slide shaft 27 at the lower end of the link arm 26 tilting to the forward operating position slides the slide rail hole 22 of the anti-retraction member 14 from the guard bar 21 side to the pivot shaft 19 side, and also moves the anti-retraction member 14 from the storage position. Tilt to the forward deployment position. The intrusion prevention member 14 is tilted forward from the storage position, and the front surface of the upper end portion of the support arm 20 and the rear surface of the FUP 6 are in contact with each other, so that the forward tilt is restricted and the deployment position (two-dot chain line in FIG. 3). To the position indicated by The slide shaft 27 of the link arm 26 in the operating position enters the engagement recess 49 on the pivot shaft 19 side of the slide rail hole 22 by the biasing force of the torsion spring 25 and engages with the engagement recess 49 (FIG. 7A). reference). The engaging recess 49 of the anti-retraction member 14 engaged with the slide shaft 27 of the link arm 26 in the operating position holds the anti-retraction member 14 in the deployed position by preventing the link arm 26 from tilting from the operating position. . The guard bar 21 of the retracting prevention member 14 at the deployed position is disposed in the vicinity of the road surface 24.

  In the pedestrian dive prevention device 10 configured as described above, when the acceleration sensor 17 and the controller 18 detect a pedestrian collision with the front bumper 5, the dive prevention member 14 tilts from the storage position to the deployed position. In the unfolded position, the left and right support arms 20 of the dive prevention member 14 extend downward from the FUP bracket 11 and the guard bar 21 extending in the vehicle width direction is disposed in the vicinity of the road surface 24, so that the track 1 collides with a pedestrian. In this case, the retracting prevention member 14 at the deployed position can prevent the pedestrian from entering between the FUP 6 and the road surface 24 and below the body frame 3 of the track 1.

  In addition, even if a pedestrian who has fallen forward in front of the track 1 after a collision with the track 1 comes into contact with the retracting prevention member 14 at the deployed position from the rear, a backward load is input to the retracting preventive member 14 at the deployed position. Since the link arm 26 is urged forward by the urging force of the torsion spring 25, the link arm 26 is engaged with the engagement concave portion 49 of the slide rail hole 22, so that the slide shaft 27 toward the guard bar 21 side (tip side) is engaged. The sliding movement is restricted, and the tilting of the rear-intrusion prevention member 14 is restricted. For this reason, it is possible to reliably prevent a pedestrian from entering the track 1 below the body frame 3.

  Further, since the link arm 26 supports the retracting prevention member 14 at the deployed position from the rear, the rigidity of the retracting preventing member 14 at the deployed position with respect to a load input from the front can be increased, and compared to the retracting preventing member 14 at the deployed position. It is possible to more reliably prevent a pedestrian from getting under the rear body frame 3.

  Further, by providing the engaging recess 49 in the anti-retraction member 14, the tilting of the link arm 26 from the operating position is restricted, and the anti-retraction member 14 is held in the deployed position, so that an increase in the number of parts can be suppressed and simple. With the structure, the dive-in preventing member 14 can be held in the deployed position.

  In addition, since there is no need for parts that cannot be reused once used (for example, an inflator, etc.), the pedestrian dive prevention device 10 is restored to the pre-operation state and used repeatedly without replacing parts after the operation. When the damage to the vehicle body is small, the driver or the like can relatively easily return the pedestrian dive prevention device 10 to the pre-operation state and use the track 1. Further, when returning to the state before the operation, the workability of the return work is improved as compared with the case where the parts need to be replaced.

  Thus, according to this embodiment, when the truck 1 collides with a pedestrian, the pedestrian can be prevented from entering the lower part of the truck 1 and the pedestrian can be inserted without replacing parts after the operation. The prevention device 10 can be returned to the state before the operation.

  Further, until the acceleration sensor 17 and the controller 18 detect the collision of the pedestrian with the front bumper 5, the dive prevention member 14 is held at the storage position tilted rearward and upward from the deployed position with the pivot shaft 19 as the center. Therefore, the approach angle of the track 1 can be secured.

  Further, since the slide shaft 27 of the link arm 26 and the sinking prevention member 14 are slidably connected, the sinking prevention member 14 is supported by the link arm 26 while tilting from the storage position to the deployed position. For this reason, the movement of the subtraction prevention member 14 during tilting is stabilized.

  Further, since the torsion spring 25 urges the link arm 26, the torsion spring 25 urges the dive prevention member 14 and follows the tilt of the dive prevention member 14 so that the link arm 26 is tilted. The movement of the dive prevention member 14 is further stabilized.

  Although the dive prevention member 14 is constituted by the left and right support arms 20 and the guard bar 21, it is not limited to this, and it is only necessary to prevent a pedestrian or the like from entering the front bumper 5 at the deployed position. For example, instead of the guard bar 21, a net-like member that is supported by the left and right support arms 20 and extends to the left and right of the track 1 may be provided. Alternatively, the intrusion prevention member may be constituted by a plate extending across the left and right sides of the track 1 or may be constituted only by a plurality of rod-like arms provided at equal intervals along the vehicle width direction of the truck 1. Good.

  The holding means is not limited to the lock device 16 and is a holding means that holds the dive prevention member 14 in the storage position and releases the holding of the dive prevention member 14 in the storage position when the collision detection means detects a collision. I just need it. In the present embodiment, the locking device 16 locks the link arm 26 to indirectly hold the dive prevention member 14 in the storage position. However, the locking device 16 directly places the dive prevention member 14 in the storage position. It may be held.

  In the present embodiment, the dive prevention member 14 is rotatably supported by the FUP bracket 11 and the link arm 26 is rotatably supported by the vehicle body frame 3. However, the present invention is not limited to this. As long as it is supported so as to be rotatable. For example, a support member that rotatably supports the dive prevention member 14 and the link arm 26 may be fixed to the vehicle body frame 3 and supported by the support member.

  In the present embodiment, the acceleration sensor 17 is used as the collision detection unit. However, the collision of the colliding object with the front bumper 5 may be detected using a camera, a radar sensor, or the like. Further, the controller 18 may detect a state in which the collision of the colliding object with the front bumper 5 cannot be avoided.

  Further, in this embodiment, the slide rail hole 22 that penetrates the support arm 20 in the vehicle width direction is provided as a guide hole, but it does not have to penetrate the support arm 20. For example, it may be a guide hole that opens toward the outer side in the vehicle width direction or a guide hole that opens toward the rear in the deployed position.

  In this embodiment, the rod-shaped link arm 26 is provided as the link member. However, the present invention is not limited to this. For example, the support member is fixed to the rotary shaft member 34 and slides into the dive prevention member 14. It may be a plate-like member having an engaging portion that is movably connected.

  Further, in this embodiment, the rotary shaft and the second rotary shaft are the pivot shaft 19 and the rotary shaft member 34, but the present invention is not limited to this, and the member for preventing the dive from being centered on the rotary shaft extending in the vehicle width direction. 14 and the link arm 26 may be supported so as to be rotatable with respect to the vehicle body frame 3.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to the content of the said embodiment, Of course, it can change suitably in the range which does not deviate from this invention. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  For example, in the above-described embodiment, the pedestrian dive prevention device 10 is provided in the track 1 having the FUP 6, but the present invention is not limited thereto, and is provided in various vehicles such as a relatively small truck that does not have the FUP 6. be able to.

  In the above embodiment, the torsion spring 25 urges the link arm 26 and the link arm 26 urges the dive prevention member 14 forward. However, the torsion spring is not provided on the pivot shaft 19 side without providing the link arm 26. The torsion spring may be provided to urge the dive prevention member 14 forward.

  Further, the biasing means is not limited to the torsion spring 25, and for example, an extension portion extending upward from the rotating shaft member 34 is provided on the link arm 26, and the extension portion is biased rearward by a coil spring or the like. Good. Alternatively, instead of the rotating shaft member 34 and the torsion spring 25, a torsion bar having a fixed end on the inner side in the vehicle width direction and a free end on the outer side in the vehicle width direction is provided, and the torsion bar includes the second rotating shaft and the urging means. May function as The fixed end of the torsion bar is fixed to the vehicle body frame 3, and the free end of the torsion bar is fixed to the link arm 26. In this case, the link arm 26 is held in the storage position while the torsion bar has a twisting reaction force, and when the holding to the storage position is released, the link arm 26 is moved by the torsion reaction force of the torsion bar. Tilt toward the deployment position.

1: Truck (vehicle)
3: Body frame 6: Front underrun protector 10: Pedestrian dive prevention device 14: Dive prevention member 16: Lock device (holding means)
17: Acceleration sensor (collision detection means)
18: Controller (collision detection means)
19: Pivot axis (rotary axis)
21: Guard bar 22: Slide rail hole (guide hole)
24: Road surface 25: Torsion spring (biasing means)
26: Link arm (link member)
27: Slide shaft (engagement part)
34: Rotating shaft member (second rotating shaft)
42: Fitting hole (support part)
49: Engaging recess (tilt regulating means)
54: Solenoid

Claims (4)

A pedestrian dive prevention device that prevents a pedestrian from dipping below a front underrun protector that extends in the vehicle width direction below the front end of the body frame,
A collision detection means for detecting a collision of a colliding object with the front of the vehicle;
A deployment position in which the front under-run protector is rotatably supported around a rotation axis extending in the vehicle width direction, and a front end thereof is located below the front under-run protector, and a front end is located behind the deployment position. An intrusion prevention member capable of tilting about the rotation axis between a storage position located above;
An urging means for urging the intrusion preventing member to the deployed position;
Holding means for holding the intrusion prevention member at the storage position against the urging force of the urging means, and releasing the holding of the intrusion prevention member when the collision detection means detects a collision of a collision object; Prepared,
When the collision detection unit detects a collision of a colliding object and the holding unit releases the holding of the subtraction prevention member, the subtraction prevention member is tilted from the storage position to the deployed position by the urging force of the urging unit. The pedestrian dive prevention device, wherein the dive prevention member at the unfolded position prevents the collision object from dive downward from the front under-run protector . A collision detection means for detecting a collision of a colliding object with the front of the vehicle;
A deployment position in which a front end portion of the vehicle is rotatably supported with respect to a vehicle body frame around a rotation axis extending in a vehicle width direction at a lower portion of the front end of the vehicle, and a front end portion of the vehicle is positioned below the vehicle body frame. An anti-slipping member capable of tilting about the rotation axis between the storage position positioned rearward and upward,
A support portion that is rotatably supported with respect to the vehicle body frame around a second rotation shaft that extends in the vehicle width direction behind the rotation shaft, and a straight line between the front end portion side and the rotation shaft side. A link member having an engaging portion coupled to and engaged with the anti-retraction member so as to be slidably movable ;
An urging means for urging the subtraction prevention member to the deployed position by urging the link member to the operating position;
Holding means for holding the intrusion prevention member at the storage position against the urging force of the urging means, and releasing the holding of the intrusion prevention member when the collision detection means detects a collision of a collision object; Prepared,
From said sliding movement of said engaging portion of the link member, normal position interlocked with the tilting of the underrun prevention member to the deployed position from the storage position from the front end portion of said slip preventing member to the rotation shaft side Allowing the link member to tilt about the second rotation axis to the operating position;
When the collision detection unit detects a collision of a colliding object and the holding unit releases the holding of the subtraction prevention member, the subtraction prevention member is tilted from the storage position to the deployed position by the urging force of the urging unit. The pedestrian dive prevention device , wherein the dive prevention member at the unfolded position prevents the collision object from dive downward from the front of the vehicle body frame . The pedestrian dive prevention device according to claim 1 or 2,
A pedestrian dive prevention device, comprising: tilt restriction means for holding the dive prevention member at the developed position at the developed position. The pedestrian dive prevention device according to claim 2,
A tilt restricting means for holding the anti-retraction member at the deployed position at the deployed position;
The intrusion prevention member extends in a straight line between the tip end side and the rotating shaft side, and is a long hole guide hole to which the engagement portion of the link member is slidably engaged and connected. Have
The tilt restricting means is formed continuously from the guide hole on the rotating shaft side of the anti-retraction member, and engages with the engaging portion of the link member at the operating position to thereby operate the operating position of the link member. A pedestrian dive prevention device, characterized in that it is an engagement recess that prevents tilting from the pedestrian.

Images