JPH01145572A - Detecting device of acceleration for vehicle - Google Patents

Abstract

PURPOSE:To increase the reliability of an operation, by providing two systems of sensor weights which retains a trigger arm in a non-operating position and by differentiating the types of engaging elements of the trigger arm with the sensor weights from each other. CONSTITUTION:When a vehicle comes into collision and a deceleration larger than a prescribed value acts in the direction of advance, two pendulums 3a and 3b move aslant in such a manner that the lower end parts thereof are shaken out forward, surmounting the actuating forces of bias springs 16a and 16b. Thereby a U-shaped end 9a of a trigger arm 9 disengages from a projecting piece 14 of the inside pendulum 3b. Then a bending force acting on a firing pin 6 is released, an open end 9a of the arm 9 is pushed away by elastic forces given by coil springs 7 and 8, and the firing pin 6 is projected toward a detonator. When a support shaft 10 of the arm 9 disengages from an engaging element 13 of the outside pendulum 3a, besides, the binding force acting on the firing pin 6 is released likewise, and the firing pin 6 is projected toward the detonator by the elastic forces given by the springs 7 and 8. When the pointed end 6a of the firing pin 6 collides with the detonator, propellant powder is fired, and a sheet belt device or the like is driven by an explosive power.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention is directed to devices that automatically tighten seatbelts, airbag devices, etc. that minimize forward movement of occupants in the event of a collision, etc. The present invention relates to a vehicle acceleration detection device for a vehicle occupant protection device.

<Prior Art> Automobile seats are provided with seat belts that restrain the movement of the occupant in order to prevent the occupant from being thrown forward in the event of a collision or the like.

These seat belts do not restrict normal driving movements and are preferably tensioned only when deceleration of a predetermined value or more is applied. A bri-loader device has been proposed that detects the impact of a collision, ignites a propellant, and uses the energy generated at this time to tension the seat belt. Further, US Pat. No. 4,148.503 discloses a device that incorporates an airbag that rapidly inflates in the event of a collision into a steering wheel to reduce the impact on an occupant.

<Problems to be Solved by the Invention> On the other hand, as collision detection devices for operating these occupant protection devices, devices that utilize the movement of a weight due to inertial force are often used (as disclosed in U.S. Patent No. 4). ,580.8iO
(see No.), these must operate reliably at the set deceleration and must not malfunction under normal conditions. Further, these collision detection devices are required to have extremely high reliability, since it is difficult to perform normal operation tests due to the specific circumstances of their use.

In view of the above circumstances, a main object of the present invention is to provide a vehicle acceleration detection device that is improved so that even higher operational reliability can be obtained.

<Means for Solving the Problems> According to the present invention, this purpose is to release the energy stored in the energy storage means in advance when a predetermined acceleration or deceleration is applied to the vehicle. An acceleration detection device for a vehicle, comprising at least two devices elastically biased in a non-operating direction and pivotally supported to be able to swing independently from each other.
a trigger arm supported to determine activation and deactivation states of the energy storage means;
Spring means resiliently biasing the trigger arm in a direction to activate the energy storage means, and mutually engaging the two sensor weights and the trigger arm to maintain the energy storage means in an inoperative state. This is achieved by providing a vehicle acceleration sensing device characterized in that it has at least two types of engagement means.

<Function> In this way, by providing at least 62 systems of sensor weights that hold the trigger arm in the non-operating position, and by making the engaging part between the trigger arm and the sensor weight different for each system, malfunctions can be prevented. The probability of occurrence can be effectively reduced, and the reliability of its operation can be further increased.

<Embodiments> Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 and 2 show the acceleration sensor 1 in detail.

A pair of pendulums 3a and 3b serving as sensor weights are suspended from both sides of the sensor body 2 of the acceleration sensor 1 so as to be swingable about their upper ends as fulcrums. These pendulums 3a and 3b have a U-shaped cross section with the upper side open, and are combined into an inner and outer double structure, and are each supported by support shafts 4a and 4b that are arranged parallel to each other. It is designed to be able to swing independently without interfering with the movement of its partner.

A cylinder is provided at the intermediate portion of the sensor body 2 between the pendulums 3a and 3b so as to communicate between the end surfaces 2a and 2b of the sensor body 2 along the tangential direction to the swing locus of the pendulums 3a and 3b. A guide hole 4 having a shape is formed.

The guide hole 4 is provided with a spring receiver 5 at the opening on one end surface 2a side, and a firing pin 6 for igniting a detonator such as a propellant serving as an energy storage means is inserted inside the spring receiver 5. The firing pin 6 consists of a tip 6a and a bottomed cylindrical plunger 6b that slides into the guide hole 4, and a small diameter first coil spring 7 compressed inside the plunger 6b.
A large-diameter second coil spring 8 compressed between the end of the plunger 6b and the spring receiver 5 constantly biases the guide hole 4 toward the opening on the other end surface 2b side.

As shown in FIG. 3, a trigger arm 9 is pivotally supported between the opposing surfaces of the sensor body 2 and the inner pendulum 3b so as to be swingable in a seesaw manner. This trigger arm 9 has a substantially crank shape when viewed from the side (Fig. 1) and approximately U when viewed from the front.
The upper open end 9a is inserted into the guide hole 4, and the open end 9a engages with the engaging portion 6c formed in the first plunger 6b portion of the firing pin 6. It is like that.

The trigger arm 9 is pivoted at a bent portion on the side closer to the open end 9a, and a support shaft 1 supporting the trigger arm 9
0 penetrates both side surfaces of both pendulums 3a and 3b, is cut vertically into the sensor body 2, and projects into the guide groove 11. This allows the support shaft 10 to move into this guide groove 1.
1, it can be displaced only in the vertical direction.

Through holes 12a and 12b are formed in the sides of both pendulums 3a and 3b, respectively, through which both ends of the support shaft 10 are inserted.

Of these through holes 12a and 12b, the through hole 12a opened in the outer pendulum 3a is provided with a locking portion 13 to define the vertical position of the support shaft 10, and this locking portion 1.3 The pendulum 3a is expanded backward from the locking part 13 and downward from immediately after the locking part 13, and the pendulum 3a can be disengaged from the support shaft 10 and displaced forward, and the pendulum 3a can be disengaged from the locking part 13. The support shaft 10 is configured to be able to move downward (FIG. 6).

On the other hand, the through hole 12b opened in the inner pendulum 3b is expanded backward and downward with reference to the position of the spindle 10 when it is locked in the locking part 13 of the outer pendulum 3a. , the inner pendulum 3b is not obstructed by the support shaft 10.
can be displaced forward, and the downward displacement of the support shaft 10 is not hindered (FIG. 8).

As clearly shown in FIG. 4, a projecting piece 14 is provided on the rear edge of the bottom side of the inner pendulum 3b to engage with the bottom of the U-shaped end 9b formed on the rear end side of the trigger arm 9. has been done. The firing pin 6 of the trigger arm 9 is engaged in a state in which the spindle 10 is engaged with the engagement portion 13 of the outer pendulum 3a and the U-shaped end 9b is engaged with the protrusion 14 of the inner pendulum 3b. By engaging the open end 9a with the joining portion 6C, the firing pin 6 is held stationary against the biasing forces of both the first and second coil springs 7 and 8.

A protrusion 15a is provided at the front end of the bottom side of both pendulums 3a and 3b.
- 15b are formed respectively. Inside the sensor body 2 facing these protrusions 15a and 15b,
A bias spring 16a is mounted in a direction parallel to the axis of the guide hole 4.
・16b are each shortened. These bias springs 16a and 16b are connected to guide caps 17a and 16b, respectively.
Protrusions 15a and 15 of both pendulums 3a and 3b via 17b
b, thereby constantly biasing both pendulums 3a and 3b toward the rear. In this way,
Rear projecting piece 14 of inner pendulum 3b and U of trigger arm 9
Engagement with the character-shaped end 9b and locking part 1 of the outer pendulum 3a
3 and the end of the support shaft 10 of the trigger arm 9 are always maintained.

Next, the operation of the apparatus of the present invention shown in the above embodiment will be explained with reference to FIGS. 5 to 8.

In normal running conditions, the moment of inertia acting on both pendulums 3a and 3b and the biasing force of bias springs 16a and 16b are set to balance each other, as shown in FIGS. 5 and 7.
As shown in the figure, the position of the support shaft 10 of the trigger arm 9 is defined by the guide groove 11 of the sensor body 2 and the locking part 13 of the outer pendulum 3a, and at the same time the U-shaped end 9. b engages with the rear protrusion 14 of the inner pendulum 3b to prevent rotation of the trigger arm 9, so that the firing pin 6 is prevented from moving at the open end 9a of the trigger arm 9.

When a vehicle collides and a deceleration of more than a predetermined value is applied in the direction of travel, the bias springs 16a and 16 are
Both pendulums 3a and 3b are tilted so as to overcome the biasing force b and swing their lower ends forward. As a result, the U-shaped end 9a of the trigger arm 9 is removed from the protruding piece 14 of the inner pendulum 3b. Then, the restraining force acting on the firing pin 6 is released, and the spring force applied from the first and second coil springs 7 and 8 pushes away the open end 9a of the trigger arm 9 and causes the firing pin to move toward the detonator F. 6 is injected (Fig. 8).

Furthermore, when the support shaft 10 of the trigger arm 9 comes off from the locking part 13 of the outer pendulum 3a, the open end 9a of the trigger arm 9
is displaced downward together with the support shaft 10, the restraining force acting on the firing pin 6 is released in the same way as above, and the trigger arm The firing pin 6 is ejected toward the detonator F by pushing away the open end 9a of the firing pin 9 (FIG. 6).

When the tip 6a of the firing pin 6 hits the detonator F, the propellant B is ignited, and the explosion pressure at this time drives a seatbelt proleague device (not shown) or the like.

Such a collision detection device is required to have extremely high operational reliability. Therefore, in the present invention, two systems of pendulums 3a and 3b are provided as sensor weights, and the types of engagement between these pendulums 3a and 3b and the trigger arm 9 are different. By doing this,
For example, when the locking part 13 of the outer pendulum 3a and the support shaft 10 of the trigger arm 9 stick together, or when the protrusion 14 of the inner pendulum 3b and the U-shaped end 9b of the trigger arm 9 stick together. Even if there is a malfunction in the engaging part of either one of the pendulums, the firing pin 6 can be ejected only by operating the other pendulum, thereby reducing the probability of malfunction occurring in the event of a vehicle collision. We are trying to reduce this.

Although the above operation has been explained for each pendulum individually, it goes without saying that even when both pendulums 3a and 3b operate simultaneously, the firing pin 6 is ejected without any change.

Incidentally, the engagement force between the trigger arm 9 and the pendulums 3a and 3b is mainly influenced by the contact area between them.

Therefore, in order to reduce manufacturing variations in this type of acceleration sensing device, it is preferable that the dimensional accuracy of the contact portion of the engaging portion be as high as possible.

Therefore, in the above embodiment, we took into account the variation in the rounded part that occurs during manufacturing, for example by punching, and
As shown in FIG. 4, a notch N is provided at the front corner of the U-shaped end 9b of the trigger arm 9, and the front edge of the U-shaped end 9b is brought into contact with the rear end surface of the bottom of the inner pendulum 3b. This prevents the rounded portions of both from interfering with each other when

This makes it possible to easily ensure the accuracy of the contact portion dimensions (Fig. 1).

Further, the contact portion C of the open end 9a of the trigger arm 9 with the engagement portion 6C of the firing pin 6 is also formed with an inclined surface to facilitate smooth release of the firing pin 6.

On the other hand, in order to maintain stable sensitivity characteristics, it is necessary that the engagement portions between the pendulums 3a and 3b and the trigger arm 9 reliably return even when inertia to the extent that the trigger arm 9 is not released is applied. be. In the above-mentioned embodiment, taking this point into consideration, the engaging portions of the pendulums 3a and 3b and the trigger arm 9 are arranged directly below the support shafts 4a and 4b of the pendulums 3a and 3b, respectively. By doing so, even when the pendulums 3a and 3b are slightly displaced, the engaging portions do not become distorted and can smoothly return to their original positions.

<Effects of the Invention> As described above, according to the present invention, it is possible to effectively eliminate the factors that cause the acceleration detection device to malfunction.
This can have a great effect on improving the reliability of the acceleration detection device.

[Brief explanation of the drawing]

FIG. 1 is a partially cutaway side view of one embodiment of the present invention. FIG. 2 is also a front view. 3 and 4 are transparent perspective views showing only essential parts. 5 to 8 are explanatory diagrams showing the operating state of this embodiment. 1... Acceleration sensor 2... Sensor body 2a.
2b... End face 3a, 3b... Pendulum 4... Guide hole 4a, 4b... Support shaft 5... Spring receiver 6... Firing pin 6a... Point 6b.
...Plunger 6c...Engagement part 7...First
Coil spring 8...Second coil spring 9...Trigger arm 9a...Open end 9b...U-shaped end 10
... Support shaft 11 ... Guide groove 12a, 12
b...Through hole 13...Locking part 14...Protrusion piece
15a, 15b...Protrusions 16a, 16b...Bias springs 17a, 17b...Guide cap patent Applicant: Honda Motor Co., Ltd. Agent: Patent attorney: Yo Oshima - Figure 1, Figure 2, Figure 3 Figure 4 Figure 5 Figure 7

Claims (3)

[Claims] (1) An acceleration detection device for a vehicle that releases energy stored in advance in an energy storage means when a predetermined acceleration or deceleration is applied to the vehicle, and is resiliently biased in a non-activating direction. at least two sensor weights pivotally supported to be able to swing independently from each other; a trigger arm supported to determine activation and inactivation states of the energy storage means; and an orientation for activating the energy storage means. spring means for resiliently biasing the trigger arm; and spring means for retaining the energy storage means in an inoperative state.
An acceleration detection device for a vehicle, comprising at least two types of engagement means for mutually engaging one sensor weight and the trigger arm. (2) The trigger arm is rotatably supported, and one type of the engagement means restricts rotation of the trigger arm, and the other restricts displacement of the rotation shaft. The vehicle acceleration detection device according to claim 1, which is a vehicle acceleration detection device. (3) For a vehicle as set forth in Claims 1 and 2, wherein the rotation axis of the trigger arm is movable in the vertical direction although the front and rear positions are regulated. Acceleration detection device.