JPH077037U - Sensor - Google Patents

Abstract

(57) [Summary] [Purpose] To obtain a sensor that can be reliably operated without requiring a large pressing force. A first electrode layer 52 and a second electrode layer 54 that face each other with an electrode interlayer insulating layer 56 in between are provided, and the first coating layer 5 is provided.
The upper plate 34 is opposed to the first electrode layer 52 via the electrode 8. The upper plate 34 includes an electrode interlayer insulating layer 5
A pressing convex portion 35 that protrudes toward the first electrode layer 52 side is formed at a portion facing the elongated hole 57 of 6. When the vehicle door is deformed, the curved portion 40 of the upper plate 34 is also deformed, and the pressing force is applied by the pressing convex portion 35 to the elongated hole 5 of the first electrode layer 52.
7, the first electrode layer 52 is deformed in the elongated holes 57 and is brought into contact with the second electrode layer 54, and the membrane switch 42 is turned on.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a sensor in which an electrode layer is pressed and deformed from a position where a pair of opposing electrode layers are separated from each other to a position where they are in contact with each other to electrically connect the electrode layers.

[0002]

[Prior art]

 BACKGROUND ART An airbag device is known as a device for protecting an occupant in the event of a vehicle collision.

Normally, in the case of a collision from the front of the vehicle, the vehicle sudden deceleration is detected and the air bag device is operated. However, even in the case of a side collision, the airbag device is operated. It is proposed to activate. For this purpose, a side impact detection sensor that detects a side impact is required.

As the side collision detection sensor, a thin switch 102 capable of directly cutting the squib current as shown in FIG. 16 can be used. In this switch, a pair of electrode layers 104 and 106 are arranged to face each other, and a frame-shaped electrode interlayer insulating layer 108 is interposed between the facing surfaces of the electrode layers 104 and 106. The outer surface of each of the electrode layers 104 and 106 is covered with a pair of facing synthetic resin coating layers 110 and 112, and the facing surface peripheral portions of the coating layers 110 and 112 are bonded with an adhesive.

When the switch 102 is applied to a side collision detection sensor, the switch 102 is provided inside a vehicle door (not shown) with the facing direction (OUT direction in the drawing) of the electrode layers 104 and 106 being the vehicle lateral direction. When the door is deformed by the impact load due to the side collision and the outer surfaces of the coating layers 110 and 112 are pressed in the direction opposite to the arrow OUT direction, the electrode layers 104 and 106 are separated from each other in the frame 120 of the electrode interlayer insulating layer 108. Is pressed and deformed to the contact position, electrical connection is established between the electrode layers 104 and 106, and an electric signal is output to the airbag device side to operate the airbag device.

[0006]

[Problems to be solved by the device]

 However, even when an external force acts in the load direction, since the electrode layers 104 and 106 are separated via the inside 120 of the frame, the external force acting in the direction opposite to the arrow OUT direction has a large contact area. If so, the electrode layer 106 is not partially deformed, and therefore, it may be difficult to contact the electrode layer 106 with a small external force.

In view of the above facts, the present invention has an object to obtain a sensor that can be reliably operated without requiring a large pressing force.

[0008]

[Means for Solving the Problems]

 The sensor according to the present invention includes a pair of electrode layers facing each other and a predetermined distance from each other, and the pair of electrode layers are separated from each other by being interposed between the facing surfaces of the pair of electrode layers. A pair of electrode spacing members that enable the pair of electrode layers to be pressed and deformed into a contact state in which the pair of electrode layers are in contact with each other, and are formed between the pair of electrode spacing members that are arranged opposite to the electrode layers. And a pressing member for transmitting a pressing force to the electrode layer via the protrusion, the protrusion protruding toward the electrode layer at a portion facing the space.

[0009]

[Action]

 In the sensor according to the present invention, for example, when the sensor is applied to a vehicle side collision detection sensor, when the vehicle door is deformed under impact load, the pressing member is pressed by the deformed portion of the door. . As a result, the protrusion formed on the electrode layer side at a portion of the pressing member facing the space between the electrode separating members presses the electrode layer. Therefore, in the space between the pair of electrode spacing members, the electrode layer is deformed from the spacing position to the contact position, the electrode layers are electrically conducted, and the airbag device and the like can be operated.

[0010]

Embodiment A sensor according to an embodiment of the present invention will be described below with reference to FIGS. 1 to 8. In each drawing, FR indicates the front of the vehicle, UP indicates the upper side of the vehicle, and OUT indicates the outer side of the vehicle in the lateral direction.

4 to 6 show a side collision detection sensor according to this embodiment. The side collision detection sensor includes a primary sensor 10 and a secondary sensor 12, and is provided inside the vehicle door 11.

The secondary sensor 12 is fixed to the lateral side of the vehicle with respect to the side impact beam 14 for reinforcing the door that extends in the longitudinal direction of the vehicle. In the secondary sensor 12, as shown in FIG. 6, the substrate 16 is fixed to the peripheral surface of the side impact beam 14, and the substrate 16 is formed with a concave portion 18 that is opened outward in the vehicle lateral direction. A membrane switch 20 is fixed to the bottom of the recess 18, and the recess 18 is closed by a cover plate 22. The substrate 16, the concave portion 18, the membrane switch 20, and the cover plate 22 that constitute the secondary sensor 12 each extend over the entire length of the side impact beam 14 in the longitudinal direction. It is formed in a long plate shape with the front-rear direction as the longitudinal direction and the vehicle up-down direction as the width direction.

In the secondary sensor 12, when an impact load is applied to the lid plate 22 from the outside in the vehicle lateral direction via the door 11 of the vehicle, the lid plate 22 is pressed inward in the vehicle lateral direction and the shape of the recess 18 is formed. And the membrane switch 20 in the recess 18 is pressed. As a result, the membrane switch 20 is actuated, and the occupant protection device (not shown) is connected via the pair of terminal plates 24, 26 connected to the membrane switch 20 and projecting in an L-shape above the vehicle at the vehicle front end, For example, an electric signal is output to an airbag device or the like.

On the other hand, a plurality of primary sensors 10 are attached to the secondary sensor 12 at predetermined intervals along the longitudinal direction thereof (in FIG. 5, three primary sensors 10 are attached). ). As shown in FIG. 6, in each primary sensor 10, a lower plate 28 is attached to the secondary sensor 12. The lower plate 28 is composed of a pair of opposing pieces 30 and a back piece 32, and is formed in a substantially U shape when viewed from the vehicle front-rear direction. The back piece 32 contacts the surface of the secondary sensor 12 on the outer side in the vehicle lateral direction. The facing piece 30 is elastically engaged with the secondary sensor 30 so as to sandwich the upper and lower ends of the secondary sensor 12. Therefore, the primary sensor 10 can be attached to and detached from the secondary sensor 30 and can be attached at any position.

An upper plate 34 as a pressing member is provided on the back piece 32 of the lower plate 28 on the side opposite to the secondary sensor 12. A membrane switch 42 is provided on the side of the lower plate 28 between the upper plate 34 and the lower plate 28. The member switch 42 is formed in a long plate shape, and the vehicle vertical direction is the longitudinal direction, and the vehicle longitudinal direction is the width direction, and the upper and lower end portions project vertically from between the lower plate 28 and the upper plate 34. ing. On the back piece 32 of the lower plate 28, a plurality of claw pieces 46 formed by standing up in an L-shape are formed. With the plurality of claw pieces 46, the membrane switch 42 is cut from both sides in the width direction. It is locked and fixed so as to sandwich 42.

In this membrane switch 42, as shown in FIG. 1, a first electrode layer 52 and a second electrode layer 54 form a pair of electrode layers and are arranged opposite to each other. The facing direction of the electrode layers 52 and 54 is the vehicle lateral direction, the first electrode layer 52 is located outside the vehicle lateral direction, and the second electrode layer 54 is located inside the vehicle lateral direction. Both electrode layers 52 and 54 are formed in a rectangular plate shape when viewed from the facing direction, as shown in FIG. That is, each of the electrode layers 52, 54 has a layer thickness direction as the vehicle lateral direction, extends long in the vehicle up-down direction with the vehicle front-rear direction as the width direction, and has a longitudinal end at one end (upper end). The first terminal plate 48 and the second terminal plate 50 are integrally formed so as to extend. The widths of the terminal plates 48 and 50 are formed to be narrower than the widths of the electrode layers 52 and 54. (FIG. 8), and the tips of the terminal plates 48, 50 are widened and bent in an L-shape so as to be opposite to each other. Further, both the first terminal plate 48 and the second terminal plate 50 are bent so that they are flush with each other. Note that phosphor bronze is used as a material for the electrode layers 52 and 54 and the terminal plates 48 and 50.

As shown in FIG. 7, an electrode interlayer insulating layer 56 made of synthetic resin is interposed between the electrode layers 52 and 54. The electrode interlayer insulating layer 56 is formed in a rectangular shape when viewed from the facing direction of the electrode layers 52 and 54, and its peripheral portion slightly protrudes outward from the peripheral surface of the facing surfaces of the electrode layers 52 and 54 ( (See FIG. 1). Further, the electrode interlayer insulating layer 56 has a frame-like shape in which a long hole 57 extending in the vehicle up-down direction is formed in the center portion in the width direction, and a pair of opposing electrodes with a pair of facing electrodes through the long hole 57 is formed. It constitutes a spacing member. Polyethylene terephthalate (PET) is used as the material for the electrode interlayer insulating layer 56.

On the other hand, the outer surface of the first electrode layer 52 is covered with a first coating layer 58, and the outer surface of the second electrode layer 54 is covered with a second coating layer 60 facing the first coating layer 58. ing. Peripheries of the facing surfaces of the first coating layer 58 and the second coating layer 60 are joined by a coating adhesive. As a result, the outer surfaces of the electrode layers 52, 54 and the outer surface of the electrode interlayer insulating layer 56 protruding outward from between the opposed surface peripheral portions of the electrode layers 52, 54 are wrapped. Polyethylene terephthalate (PET) is used as the material for the coating layers 58 and 60.

As shown in FIG. 6, the upper plate 34 has a rectangular shape when viewed from the lateral direction of the vehicle, and one end portion of the vehicle front-rear direction thereof is a fixed end portion 36 fixed to the lower plate 28 and the other end portion thereof is The free end portion 38 is not fixed to the lower plate 28 but is slidably contacted in the vehicle front-rear direction. The central portion of the upper plate 34 in the vehicle front-rear direction is curved in an arc shape around the vertical line of the vehicle and bulges outward in the lateral direction of the vehicle. A membrane switch 42 is accommodated and arranged along.

As shown in FIGS. 1 and 3, on the upper plate 34, the pressing protrusions 35 are pressed inward in the lateral direction of the vehicle (toward the first coating layer 58 of the membrane switch 42 shown in FIG. 1). It is formed to project. As shown in FIGS. 2 and 6, the pressing convex portion 35 is formed at the center of the upper plate 34 in the vehicle front-rear direction with its longitudinal direction oriented in the vehicle vertical direction. Further, as shown in FIG. 8, the pressing convex portion 35 has a width direction (vehicle front-rear direction size) dimension L1 smaller than the width direction dimension L2 of the elongated hole 57. The directional dimension L3 (see FIG. 2) is formed smaller than the longitudinal dimension L4 (see FIG. 7) of the elongated hole 57. Further, the upper plate 34 is provided in a state where the pressing convex portion 35 is located inside the portion facing the elongated hole 57. Further, the pressing convex portion 35 deforms the first electrode layer 52 in the elongated hole 57 when the curved portion 40 receives an impact load and is inverted to the membrane switch 42 side, and thus the second electrode is reliably formed. The amount of protrusion is such that it can contact the layer 54.

A pair of notches 44 are formed at the upper and lower ends of the upper plate 34 along the vehicle front-rear direction, and the claw pieces 46 are exposed.

Although the secondary sensor 12 operates under a high load to operate the airbag device, the primary sensor 10 operates under a low load, and if the plurality of primary sensors 10 do not operate, The airbag device is not activated. When the impact load is distributed and applied to the door 10 (for example, when another vehicle collides with the door of its own vehicle), the impact load is partially high enough to activate the secondary sensor 12. When the load is not the load but the air bag device needs to be operated as a whole, the airbag device is operated by the operation of the plurality of primary sensors 10.

On the contrary, when the impact load is concentrated and applied to a certain part of the door 11 (for example, when the door 11 of the own vehicle collides with a pole such as a utility pole), the impact load is applied to the air bag device. If the high load is required to be activated, the secondary sensor 12 is activated and the airbag device is activated regardless of whether the primary sensor 10 is activated or not.

Regarding the primary sensor 10, since the airbag device is not activated unless the plurality of primary sensors 10 are activated, the primary sensor 10 returns to the original state again after the impact load is removed. To prepare for the next impact load.

Next, the operation of the above embodiment will be described. When the door 11 of the vehicle receives an impact and is deformed, the bending portion 40 of the upper plate 34 is also deformed by receiving the deformation force, and the pressing convex portion 35 of the bending portion 40 causes the first electrode layer via the first coating layer 58. The portion of the layer 52 facing the slot 57 is pressed. As a result, the portion of the first electrode layer 52 facing the elongated hole 57 of the electrode interlayer insulating layer 56 is elastically deformed in the elongated hole 57 to reach the contact position from the separated position separated from the second electrode layer 54. Electrical connection is established between 52 and 54. As a result, an electric signal is output via the terminal plates 48, 50 and the airbag device is activated. When the impact load is removed, the first electrode 52 returns to its original position and is deformed, and the membrane switch 42 is turned off.

In the above-described embodiment, the pressing protrusion 35 provided on the upper plate 34 can concentrate the impact load and transmit the impact load to the portion of the first electrode layer 52 facing the elongated hole 57 of the electrode interlayer insulating layer 56. Therefore, even when a large load is not applied, the first electrode layer 52 can be surely largely deformed and brought into contact with the second electrode layer 54, and the operation of the membrane switch 42 is also ensured.

Furthermore, in the above-described embodiment, the impact load is transmitted to the first electrode layer 52 by the pressing convex portion 35 having the widthwise dimension L1 smaller than the widthwise dimension L2 of the elongated hole 57 of the electrode interlayer insulating layer 56. Therefore, the first electrode layer 52 can be surely deformed by the elongated hole 57 of the electrode interlayer insulating layer 56, and the operation of the membrane switch 42 is also ensured.

In the above embodiment, the pressing convex portion 35 is formed only by subjecting the upper plate 34 to the pressing press molding. However, as shown in FIG. 9, the pressing convex portion 35 is located on the outer side in the vehicle lateral direction. The reinforcing member 41 may be formed by injecting a low melting point alloy such as resin or solder in a molten state into the recess 35A surrounded by the inner wall of the above and solidifying it. By thus forming the reinforcing member 41 in the concave portion 35A, even when a high load acts on the pressing convex portion 35 when the pressing convex portion 35 presses the first covering layer 58, the pressing convex portion 35 is formed. Is never crushed.

A second embodiment of the sensor according to the present invention will be described below with reference to FIG. In this embodiment, the upper plate 62 is different from the upper plate 34 of the first embodiment, and the other members are the same as in the first embodiment, so the description of the other members will be omitted. Further, the upper plate 62 is the same as the other parts except the pressing convex portion 64, and therefore the other parts are denoted by the same reference numerals as those of the first embodiment and the description thereof will be omitted.

The pressing projections 64 of the upper plate 62 of the present embodiment are formed at four locations in the vehicle longitudinal direction central portion of the upper plate 64 at equal intervals in the vehicle vertical direction. The upper plate 62 has a cross section taken along a cutting line passing through each pressing convex portion 64 along the vehicle front-rear direction as shown in FIG. The dimension of each pressing protrusion 64 in the vehicle front-rear direction is the same as that of the pressing protrusion 35 of the first embodiment, L1 (dimension smaller than the width L2 of the slot 57 of the electrode interlayer insulating layer 56 shown in FIG. 8). It is said that. In addition, the dimension from the lower end of the pressing projection 64 on the lowermost vehicle side to the upper end of the pressing projection 64 on the uppermost vehicle side is the longitudinal direction of the pressing projection 64 of the first embodiment shown in FIG. The dimension is L3 (smaller than the dimension L4 in the longitudinal direction of the electrode interlayer insulating layer 56 shown in FIG. 7). In addition, the upper plate 62 is provided in a state in which all the pressing protrusions 64 are located inside the portion facing the elongated hole 57.

In the present embodiment, when the curved portion 40 of the upper plate 64 is deformed, the pressing protrusions 64 formed at four locations on the curved portion 40 are separated by the first coating layer 58 and the first electrode layer 52. The part facing the long hole 57 is pressed. As a result, the portion of the first electrode layer 52 facing the elongated hole 57 of the electrode interlayer insulating layer 56 is elastically deformed in the elongated hole 57 to reach the contact position from the separated position separated from the second electrode layer 54. The electrode layers 52 and 54 are electrically connected.

Also in the present embodiment, since the pressing convex portion 64 can concentrate the impact load and transmit it to the portion of the first electrode layer 52 that faces the elongated hole 57 of the electrode interlayer insulating layer 56, a large load does not act. Even in such a case, the first electrode layer 52 can be surely largely deformed to be in contact with the second electrode layer 54, and the operation of the membrane switch 42 can be ensured.

Further, in the present embodiment, the vehicle vertical dimension of each pressing protrusion 64 is smaller than the vehicle vertical dimension of the pressing protrusion 35 of the first embodiment. In addition, each pressing protrusion 64 can sufficiently withstand a high load when pressing the first electrode layer 52.

Hereinafter, a third embodiment of the sensor according to the present invention will be described with reference to FIGS. 11 to 13. In this embodiment, the upper plate 70 is different from the upper plate 34 of the first embodiment, and the other members are the same as in the first embodiment, so the description of the other members will be omitted. Further, in the upper plate 70, the same parts as those of the upper plate 34 of the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

In this embodiment, a crossbar contact 72 as a pressing member is welded to the surface of the curved portion 40 of the upper plate 70 on the inner side in the vehicle lateral direction. As shown in FIGS. 12 and 13, the crossbar contact 72 has a substantially trapezoidal shape in which the diameter viewed from the vehicle vertical direction is gradually reduced toward the inside of the vehicle lateral direction. The crossbar contact 72 is in the form of a block elongated in the vertical direction of the vehicle, and as shown in FIG. 13, a welding projection 74 is formed on the top surface 72A of the vehicle lateral direction outer side. As shown in FIGS. 11 and 13, the welding projection 74 is formed at the center of the top surface 72A of the crossbar contact 72 in the vehicle front-rear direction along the entire length of the crossbar contact 72 along the vehicle up-down direction. . Further, as shown in FIG. 13, in the crossbar contact 72, the welding projection 74 is attached to the upper plate 70 in a state where the longitudinal direction is the vehicle up-down direction in the vehicle longitudinal direction central portion of the back surface 40A of the bending portion 40. In this arrangement, the crossbar contact 72 and the upper plate 70 are resistance-welded and welded to each other via the welding projection 74.

In the present embodiment, when the curved portion 40 of the upper plate 70 is deformed, the crossbar contact point 72 presses the portion of the first electrode layer 52 that faces the elongated hole 57 via the first coating layer 58. As a result, the portion of the first electrode layer 52 facing the elongated hole 57 of the electrode interlayer insulating layer 56 is elastically deformed in the elongated hole 57 to reach the contact position from the separated position separated from the second electrode layer 54. The electrode layers 52 and 54 are electrically connected. Also in this embodiment, since the impact load can be concentrated and transmitted to the portion of the first electrode layer 52 facing the elongated hole 57 of the electrode interlayer insulating layer 56 by the crossbar contact 72, a large load does not act. Even in such a case, the first electrode layer 52 can be surely largely deformed and brought into contact with the second electrode layer 54, and the operation of the membrane switch 42 is also ensured.

A fourth embodiment of the sensor according to the present invention will be described below with reference to FIGS. 14 and 15. The present embodiment is an embodiment in which the sensor is applied to the secondary sensor 80. The same members as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the present embodiment, as shown in FIG. 15, the cover plate 82 is formed with a pressing convex portion 84 as a pressing member that projects toward the membrane switch 20. As shown in FIG. 14, the pressing convex portion 84 has a substantially triangular shape when viewed from the vehicle front-rear direction, is formed over substantially the entire length of the lid plate 82 along the vehicle front-rear direction, and the corner portion 86 is formed. , Are opposed to each other over the entire length of the membrane switch 20.

In the present embodiment, when a load is applied to the lid plate 82 from the outside in the vehicle lateral direction via the vehicle door 11, the lid plate 82 is pressed inward in the vehicle lateral direction and the shape of the recess 18 is crushed. The corner portion 86 of the pressing convex portion 84 presses the membrane switch 20, whereby the membrane switch 20 is turned on.

As described above, since the impact load can be concentrated and transmitted to the membrane switch 20 by the corner portion 86 of the pressing convex portion 84, the membrane switch 20 can be reliably operated even when a large load is not applied. it can.

[0041]

[Effect of device]

 With the above configuration, the switch according to the present invention can provide a sensor that can be reliably operated without requiring a large pressing force.

[Brief description of drawings]

1 is a cross-sectional view taken along line 1-1 of FIG.

FIG. 2 is a view of the upper plate of the side collision detection sensor according to the first embodiment of the present invention as viewed from the lateral side of the vehicle.

FIG. 3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is a view of the side collision detection sensor according to the first embodiment of the present invention seen from the rear of the vehicle.

FIG. 5 is a view of the side collision detection sensor according to the first embodiment of the present invention seen from above the vehicle.

FIG. 6 is a perspective view of a side collision detection sensor according to a first embodiment of the present invention.

FIG. 7 is an exploded perspective view of a side impact detection sensor according to a first embodiment of the present invention.

FIG. 8 is a view of the side collision detection sensor according to the first embodiment of the present invention as seen from the lateral side of the vehicle.

9 is a view corresponding to FIG. 3, showing another embodiment of the upper plate constituting the side collision detection sensor of the present invention.

FIG. 10 is a view showing an upper plate of a side collision detection sensor according to a second embodiment of the present invention and is a view corresponding to FIG.

FIG. 11 is a view showing an upper plate of a side collision detection sensor according to a third embodiment of the present invention, and is a view corresponding to FIG. 2;

12 is a sectional view taken along line 12-12 of FIG.

FIG. 13 is an exploded perspective view of a side collision detection sensor according to a third embodiment of the present invention.

FIG. 14 is an exploded perspective view of a side collision detection sensor according to a fourth embodiment of the present invention.

FIG. 15 is a cross-sectional view of a sensor according to a fourth embodiment of the present invention taken along the lateral direction of the vehicle.

FIG. 16 is a cross-sectional view showing a thin switch.

[Explanation of symbols]

 35 pressing convex part (pressing member) 42 membrane switch (sensor) 52 first electrode layer 54 second electrode layer 56 electrode interlayer insulating layer (pair of electrode separating members)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hobo Horiba Aichi Prefecture Oguchi-machi, Oguchi Town, No. 1 Noda, Toyota Tokai Rika Electric Co., Ltd. (72) Inventor Takuya Otsuka 1 Toyota, Aichi Prefecture Toyota Town Toyota Auto Car Co., Ltd.

Claims (1)

[Scope of utility model registration request] 1. A pair of electrode layers facing each other and a pair of electrode layers which are separated from each other by a predetermined distance and are interposed between the facing surfaces of the pair of electrode layers so that the pair of electrode layers are separated from each other. A pair of electrode spacing members that allow the electrode layers to be pressed and deformed into a contact state in which the layers are in contact with each other, and a space formed between the pair of electrode spacing members facing the electrode layers and facing each other. A sensor, comprising: a pressing member that protrudes toward the electrode layer side at a portion thereof and that transmits a pressing force to the electrode layer through the protruding portion.