JPH11208512A - Springing-up control device for vehicular hood - Google Patents

Abstract

PROBLEM TO BE SOLVED: To spring up a vehicular good equally, even when a collision object collides with a vehicular hood while put to one side. SOLUTION: This device is provided with springing-up mechanisms 19a, 19b for springing up a vehicular hood 1 by actuators from the car body 3 side, a car speed detection means 21, a collision detection means 23 for detecting the existence/absence of a collision and a collision position with the collision goods of a walker, a load detection means 27 for detecting the load affected to the vehicular hood 1 by the collision goods and a controller 29 for judging the spring up of the vehicular hood 1 and outputting an operation order to the actuators. When the collision detection means 23 outputs the signal showing that the collision position of the collision goods is not the center side of the car width direction but shited to either of right/left of the car width direction, the operation order is outputted to the actuators 31a, 31b of spring up mechanism of either of the right/left both sides in reponse to the collision position by the controller 29.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the case where the head of a pedestrian makes a secondary collision with the upper surface of the vehicle hood when the pedestrian is jumped up and falls on the vehicle hood after the running vehicle collides with the pedestrian. The present invention relates to a vehicle hood flip-up control device that protects a pedestrian by absorbing and mitigating a shock of the vehicle.

[0002]

2. Description of the Related Art FIGS. 13 (actually open lamps 49-110432) and FIGS.
(JP-A-7-108902).

[0003] The device shown in FIG. 13 is provided with a flip-up mechanism 5 between the rear side of the vehicle hood 1 on both left and right sides in the vehicle width direction and the vehicle body 3. When the rear end of the vehicle hood 1 is flipped up mechanically by interlocking the flip-up mechanism 5 via the cable 9 and the cable 11, the clearance between the vehicle hood 1 and the engine room built-in is secured, and the head of the pedestrian hits the vehicle hood 1. Is also designed to absorb and mitigate the impact.

The apparatus shown in FIG. 14 determines the collision with a pedestrian based on the outputs of both a bumper sensor 13 and a hood sensor 15 which responds to a downward input applied to the vehicle hood 1, and provides the vehicle hood 1 with a signal. The built-in airbag 17 is deployed on the vehicle hood 1 to protect pedestrians.

[0005]

However, FIG.
When the pedestrian collides in the vicinity of the center of the bumper 7 in the vehicle width direction, the left and right flip-up mechanisms 5 operate to flip up the vehicle hood 1, and the pedestrian moves to the vehicle hood 1.
When a load is generated by being received on the upper side, the load is uniformly applied to the left and right flip-up mechanisms 5, and the left and right sides of the vehicle hood 1 can be evenly raised while overcoming the load.
However, if the pedestrian is displaced from the vicinity of the center in the vehicle width direction and collided to the left or right, the load is deviated when the pedestrian is received on the vehicle hood 1, so that the deviated side and the other side are left and right. At the same time, a large flip-up mechanism is required to raise them, and there is a problem that a large space is required.

In the apparatus shown in FIG. 14, the vehicle hood 1 does not jump up, but the airbag 1 is placed on the vehicle hood 1.
7, the pedestrian collision is detected by various signals, and the airbag 17 is not activated below the set vehicle speed.
When a fallen object from a vehicle traveling ahead hits the bumper 7 and the vehicle hood 1 during middle or high speed running, the air bag 17
There is a problem that there is a possibility to expand.

Accordingly, the present invention is directed to a vehicle hood which is capable of flipping up or down almost simultaneously at the left and right sides or jumping up from the other side, even if a pedestrian collides sideways and the load acting on the vehicle hood is biased. It is an object to provide a splash control device.

[0008]

According to a first aspect of the present invention, a plurality of vehicle hoods are provided between a vehicle hood provided at a front portion of a vehicle body and a vehicle body, and the vehicle hood is lifted up from the vehicle body. Vehicle speed detecting means for detecting a flipping mechanism and a vehicle speed of the vehicle; collision detecting means for detecting presence or absence of a collision with a collision object such as a pedestrian; and a load for detecting a load exerted on the vehicle hood by the collision object. Detecting means, and a controller that determines a flipping of the vehicle hood from a signal of the vehicle speed detecting means, the collision detecting means, and the load detecting means and outputs an operation command to the flipping mechanism, and the controller includes:
When the collision position of the collision object is offset with respect to the vehicle hood, an operation command is output to the flip-up mechanism according to the collision position.

Therefore, the controller can determine whether the vehicle hood has jumped up based on the vehicle speed, the presence or absence of a collision of a pedestrian or the like, the collision position, and the load exerted by the collision object on the vehicle hood, and output an operation command to the flip-up mechanism. . Moreover,
When the collision position of the collision object is offset with respect to the vehicle hood, an operation command can be output to the flip-up mechanism corresponding to the collision position. Thereby, the vehicle hood can be flipped up according to the collision position.

A second aspect of the present invention is the vehicle hood flip-up control device according to the first aspect, wherein the flip-up mechanism is provided between the left and right sides in the vehicle width direction of the vehicle hood and the vehicle body side. It is characterized by the following.

Therefore, in addition to the operation of the first aspect of the present invention, an operation command can be output to either the left or right flip-up mechanism according to the collision position.

According to a third aspect of the present invention, there is provided the flip-up control device for a vehicle hood according to the first aspect, wherein the flip-up mechanism is provided between the left and right sides of the vehicle hood in the vehicle width direction and between the front and rear sides and the vehicle body side. It is characterized by having been done.

Therefore, in addition to the operation of the first aspect of the present invention, it is possible to output an operation command to either the front, rear, left or right flip-up mechanism according to the collision position.

A fourth aspect of the present invention is the vehicle hood flip-up control device according to any one of the first to third aspects, wherein the controller operates each of the flip-up mechanisms with a time difference according to the collision position. It is characterized by outputting a command.

Therefore, in addition to the operation of any one of the first to third aspects of the present invention, first, one of the flip-up mechanisms is operated in accordance with the collision position, and then the other flip-up mechanism is operated with a time lag. As a result, the vehicle hood can be flipped up.

According to a fifth aspect of the present invention, there is provided the flip-up control device for a vehicle hood according to the fourth aspect, wherein the controller is arranged such that when the collision position of the collision object is offset with respect to the vehicle hood, The operation command is output to the flip-up mechanism first, a time difference is provided, and the operation command is output to another flip-up mechanism with a delay.

Therefore, in addition to the function of the invention of claim 4, the vehicle hood can be flipped by activating the flip-up mechanism on the collision position side and activating the other flip-up mechanisms with a time lag.

According to a sixth aspect of the present invention, there is provided the flip-up control device for a vehicle hood according to any one of the first to fifth aspects, wherein the controller outputs an operation command to each of the flip-up mechanisms to change the vehicle hood. It is characterized by being evenly flipped.

Therefore, in addition to the effects of any one of the first to fifth aspects of the present invention, the vehicle hood can be evenly flipped regardless of the collision position.

A seventh aspect of the present invention is the vehicle hood flip-up control device according to any one of the first to third aspects, wherein the controller moves the collision object to the collision position when the collision object is offset. In response, an operation command is output to the flip-up mechanism to tilt the vehicle hood.

Therefore, in addition to the function of any one of the first to third aspects of the present invention, the vehicle hood can be tilted and flipped by operating the flipping mechanism in accordance with the collision position.

An eighth aspect of the present invention is the vehicle hood flip-up control device according to the third aspect, wherein the controller outputs an operation command to a front side flip-up mechanism to tilt the vehicle hood rearward. And

Therefore, in addition to the effect of the third aspect of the invention, the vehicle hood can be flipped up and tilted rearward.

According to a ninth aspect of the present invention, there is provided the vehicle hood flip-up control device according to the third aspect, wherein the controller outputs an operation command to both front and rear actuators.
It is characterized in that an operation command is output with a time difference between the front and rear jumping mechanisms.

Therefore, in addition to the effect of the third aspect of the invention, the vehicle hood can be flipped by operating the front and rear flip-up mechanisms with a time lag depending on the collision position.

According to a tenth aspect of the present invention, there is provided the vehicle hood flip-up control device according to the ninth aspect, wherein the controller outputs an operation command to the front side flip-up mechanism first.

Therefore, in addition to the effect of the ninth aspect, the vehicle hood can be flipped up by operating the front flip-up mechanism first.

An eleventh aspect of the present invention is the vehicle hood flip-up control device according to any one of the first to tenth aspects, wherein one end of the flip-up mechanism is rotatably connected to the hood side of the vehicle. An end is rotatably connected to the vehicle body side and is provided with an actuator which is extended by an operation command.

Therefore, the vehicle hood can be flipped up by the extension of the actuator in addition to the function of any one of the first to tenth aspects of the present invention.

According to a twelfth aspect of the present invention, there is provided the vehicle hood flip-up control device according to any one of the first to eleventh aspects, wherein the collision detecting means includes a bumper at a front part of the vehicle in the vehicle width direction and at both left and right sides. And a detection unit is provided at three places.

Therefore, in addition to the effects of any one of the first to eleventh aspects of the present invention, the collision position of a collision object such as a pedestrian can be accurately detected by detecting the three positions at the center in the vehicle width direction and at the left and right sides. .

According to a thirteenth aspect of the present invention, in the vehicle hood flip-up control device according to any one of the first to twelfth aspects, the load detecting means is an acceleration sensor for detecting the acceleration of the vehicle. And

Therefore, in addition to the effect of any one of the first to twelfth aspects, the load can be detected by detecting the acceleration of the vehicle.

According to a fourteenth aspect of the present invention, there is provided the vehicle hood flip-up control device according to any one of the first to thirteenth aspects, wherein the controller sets an upper limit and a lower limit to the vehicle speed detected by the vehicle speed detecting means. An operation command is output to the actuator within the set range.

Therefore, in addition to the effect of any one of the first to thirteenth aspects, the actuator can be operated only in the set range of the upper and lower limits of the vehicle speed.

According to a fifteenth aspect of the present invention, there is provided the vehicle hood flip-up control device according to the fourth or fifth or ninth or tenth aspect, wherein the controller determines the time difference as the detected vehicle speed increases. The larger the is, the larger it is.

Therefore, in addition to the effect of the invention of claim 4 or 5 or 9 or 10, the time difference between the actuators on one side and the other side can be increased as the vehicle speed increases and the detection load increases.

[0038]

According to the first aspect of the present invention, when the vehicle is stopped by detecting the vehicle speed, it is possible to prevent the flip-up mechanism from operating. Further, even if a fallen object or the like from a preceding vehicle or the like collides with the vehicle hood during traveling, the flip-up mechanism can be prevented from operating. Further, by operating the lifting mechanism according to the collision position, the vehicle hood can be properly raised according to the collision position to absorb energy. In addition, since the flip-up mechanism on the side deviating from the collision position does not operate or operates with a delay, the vehicle hood is switched between the collision position side where the load is acting and the anti-collision position side where the load is not directly acting. It can be lifted almost equally, or the vehicle hood can be inclined so as to be inclined downward from the collision position side to the anti-collision position side,
The collision energy of the collision object can be reliably absorbed. In addition, the size of the splashing mechanism can be reduced by flipping the vehicle hood in accordance with the collision position.

According to the second aspect of the present invention, in addition to the effect of the first aspect of the present invention, the vehicle hood can be flipped on the left and right sides in the vehicle width direction according to the collision position of the vehicle hood.

According to the third aspect of the present invention, in addition to the effects of the first aspect of the present invention, it is possible to perform a flip-up operation in front, rear, left and right according to the collision position of the vehicle hood.

According to the fourth aspect of the invention, in addition to the effects of any one of the first to third aspects, the vehicle hood can be properly deflected in accordance with the collision position by operating each of the lifting mechanisms with a time difference. Can be raised. Therefore, it is possible to prevent the vehicle hood from being poorly lifted due to galling or the like caused by the twisting of the flip-up mechanism, and it is possible to absorb and mitigate energy when the pedestrian's head collides with the vehicle hood.

According to the fifth aspect of the present invention, in addition to the effect of the fourth aspect of the invention, in addition to the side on which the load from the collision object is acting according to the collision position, the load from the collision object deviating from the collision position is directly The vehicle hood can be raised accurately both on the side of the non-collision position where it does not act.

According to the sixth aspect of the present invention, in addition to the effects of any one of the first to fifth aspects, in addition to the side on which the load from the collision object is acting in accordance with the collision position, the load shifted directly from the collision position is directly applied. The vehicle hood can be bounced up equally on both the side where it does not work, and accurate energy absorption can be performed.

According to the seventh aspect of the invention, in addition to the effects of any one of the first to third aspects, the vehicle hood can be tilted and flipped up according to the collision position, and the vehicle hood can be raised from the collision position side. The vehicle can be tilted so as to descend to the anti-collision position side, and the collision object can be reliably captured by the vehicle hood and energy can be absorbed.

According to the eighth aspect of the invention, in addition to the effect of the third aspect of the invention, the vehicle hood can be tilted rearward and flipped up, so that a collision object can be reliably captured by the vehicle hood and energy can be absorbed. .

According to the ninth aspect of the invention, in addition to the function of the third aspect of the invention, the vehicle hood can be flipped up with a time difference before and after according to the collision position, and sufficient energy absorption can be performed by the reliable flipping up. it can.

According to the tenth aspect of the present invention, in addition to the effect of the ninth aspect, at the collision position side, first, the front side on which the load acts directly is flipped up, and then the rear side is flipped up with a time lag. It can be flipped up and down equally, maintaining sufficient clearance with internal components in the engine room. Therefore, sufficient energy absorption can be performed by the vehicle hood.

According to the eleventh aspect of the present invention, in addition to the function of any one of the first to tenth aspects, the vehicle hood can be reliably flipped up by the actuator and sufficient energy can be absorbed.

According to the twelfth aspect of the invention, in addition to the effects of the first to eleventh aspects, whether the colliding object collides with either the center in the vehicle width direction or the left and right sides by the three detection units Can be determined, and the vehicle hood can be properly raised.

According to the thirteenth aspect, in addition to the effects of any one of the first to twelfth aspects, it is possible to surely perform the jump by detecting the load reliably.

According to a fourteenth aspect of the present invention, in addition to the effects of any one of the first to thirteenth aspects, the actuator does not operate outside the vehicle speed setting range. The vehicle hood can be prevented from splashing even if a load acts on the vehicle hood. Further, even when the vehicle is traveling on a highway or the like, the vehicle hood can be prevented from splashing.

According to the fifteenth aspect, in addition to the effects of the fourth or fifth or ninth or tenth aspect, the load on the side corresponding to the collision position of the vehicle hood increases as the vehicle speed increases and the detected load increases. Because the operation speed of the flip-up mechanism on the side corresponding to the collision position is large and the operation speed of the flip-up mechanism on the anti-collision position side is greatly delayed, the collision position side and the anti-collision position side are flipped up almost equally. Can be. Therefore, within the set vehicle speed, it is possible to absorb and alleviate the energy when the head collides with the vehicle hood from a child to an adult.

[0053]

(First Embodiment) FIG. 1 is a perspective view of an automobile according to an embodiment of the present invention. In FIG. 1, a vehicle hood 1 is provided above an engine room,
Built-in components such as an engine are arranged in the engine room. The vehicle hood 1 is normally open frontward with the rear side as a fulcrum for inspection of the engine room, but when the vehicle hood 1 is flipped up to protect pedestrians, the rear side is It has a jumping structure. That is, the flip-up mechanisms 19a and 19b are provided between both left and right rear portions of the vehicle hood 1 in the vehicle width direction and the vehicle body side.

A vehicle speed sensor 21 is provided as vehicle speed detecting means for detecting the vehicle speed of the vehicle. A bumper switch 23 is provided in the bumper 7 as a collision detecting means for detecting the presence or absence of a collision with a collision object such as a pedestrian or the like and the collision position. Are located in Further, an acceleration sensor 27 that measures the acceleration in the vehicle longitudinal direction and detects the load on the vehicle hood 1 is provided.

The signals from the vehicle speed sensor 21, the bumper switch 23 and the acceleration sensor 27 are transmitted to the controller 2.
9 is input. Controller 29
Determines that the vehicle hood 1 has been lifted from these signals, and outputs an operation command to the flip-up mechanisms 19a and 19b.

The bumper switch 23 is shown in FIGS.
The switch units 23a, 23b, and 23c are provided as detection units at three positions, that is, at the center of the bumper 7 in the vehicle width direction and on both left and right sides.

The flip-up mechanisms 19a and 19b are formed in the same structure, and have actuators 31a and 31b as shown in FIGS. Actuator 3
1a and 1b are configured by, for example, a hydraulic cylinder device, and a cylindrical portion 35 at a lower end of a cylinder 33 is rotatably supported by a bracket 37 on the vehicle body 3 side. In addition, a cylindrical portion 41 at an upper end of the piston rod 39 is rotatably supported by brackets 43 provided on rear lower surfaces on both left and right sides of the vehicle hood 1.

FIG. 6 is a control block diagram of the first embodiment. Signals from the vehicle speed sensor 21, the bumper switch 23, and the acceleration sensor 27 are input to the controller 29,
The controller 29 operates the actuators 31a and 31b of the flip-up mechanisms 19a and 19b based on a control flowchart described later, and flips up the vehicle hood 1.

Next, the operation will be described with reference to the control flowchart of FIG.

<When a pedestrian collides with the right bumper> First, in step S1, a vehicle speed signal (for example, a rotation pulse signal from a transmission output shaft or an axle) is output.
Read.

In step S2, the vehicle speed V is set to a constant vehicle speed V
1. It is determined whether or not it is in the range of V2. In the case of low-speed traveling in which the vehicle speed V is lower than the fixed value V1, for example, when the vehicle is parked or stopped, an obstacle including a pedestrian may hit the bumper 7 relatively, and the vehicle hood 1 is flipped up. Since it is not necessary, return to the start. This vehicle speed V1
Is 15 to 20 km / h as a standard. Therefore, the controller 29 sets a lower limit for the detected vehicle speed.

Further, in the case of a medium-high speed running exceeding the vehicle speed V2, for example, on a highway or a highway, it is necessary to prevent a malfunction such as a falling object from the preceding vehicle hitting the bumper 7 and the vehicle hood 1 jumping up. . Further, when the vehicle speed exceeds the vehicle speed V2, even if the pedestrian collides with the bumper 7, the pedestrian jumps over the hood and is greatly jumped up and does not collide with the hood 1, so that there is no need to jump up the hood 1. Return to start. The vehicle speed V2 is 50 km / h or more as a guide. Therefore, the controller 29 sets the upper limit to the detected vehicle speed in step S3.
Then, it is determined whether there is a collision with the bumper 7. If the vehicle does not collide with the bumper 7, the process returns to the start.

In step S4, the longitudinal acceleration or the collision load of the vehicle is read.

If it is determined in step S5 that the switch 23c on the right side of the bumper 7 is ON, it is determined in step S6 that the pedestrian has collided with the right side of the bumper 7, and in step S7 the vehicle speed V obtained as a result of step S4 is determined. Then, the load on the hood 1 is estimated from the longitudinal acceleration or the impact load, and the delay time of the actuator 31a on the left rear side is calculated.

This is because the pedestrian's waist begins to ride on the hood 1 after a pedestrian collision, and the load on the right actuator 31b is relatively increased compared to that on the left 31a.
As the load on the vehicle hood 1 increases, the delay time is set longer so that the hood 1 jumps up almost uniformly.

Further, even when the vehicle speed V is the same and the weight is different like a child or an adult, the load on the right actuator 31b when the waist of the pedestrian rides on the vehicle hood 1 is the same as that on the left 31.
The delay time is set longer as the acceleration in the vehicle front-rear direction is larger, or the load on the hood 1 is larger, so that the vehicle hood 1 jumps up and down almost equally to the left and right.

The detection of the load on the vehicle hood 1 is set on the vehicle hood 1 or the bumper 7 and detects a collision position of a pedestrian and also uses a load or displacement measuring sensor for directly measuring the collision load or displacement. It is also possible to do.

Next, in step S8, an operation command is output to the right rear actuator 31b.

In step S9, an operation command is output to the actuator 31a on the left rear side of the operation delay time obtained in step S7.

As a result, the vehicle hood 1 is substantially free of twists and the like on the cylindrical portions 35, the bracket 37, the cylindrical portion 41, the bracket 43, the piston rod 39, etc., which are movable portions of the flip-up mechanisms 19a, 19b. At the same time it jumps up to the set height. As a result, a clearance between the vehicle hood 1 and the built-in engine room can be ensured, and thereafter, the energy when the pedestrian's head collides with the upper surface of the vehicle hood 1 can be absorbed and reduced.

FIG. 8 shows the time series changes of the generated force of the actuators 31a and 31b, the height of the vehicle hood 1, and the load fluctuation on the vehicle hood 1.

The actuators 31a, 3
FIG. 8 shows the generated force 1b, the rising height of the vehicle hood 1, and the time series change to the vehicle hood 1.

FIG. 8A shows an impact force applied to a pedestrian when the pedestrian is hit at a certain vehicle speed. FIG. 8B
Indicates a change in the generated force of the left rear actuator 31a. FIG. 8C shows a change in the height of the vehicle hood 1 at the rear left side. FIG. 8D shows a change in the load on the left side of the vehicle hood 1. FIG. 8 (e)
The change in the generated force of the actuator 31b on the right rear side is shown. FIG. 8F shows a change in the rising height of the vehicle hood 1 on the right rear side. FIG. 8 (g) shows the vehicle hood 1.
5 shows the change in load on the right side of FIG.

As shown in FIG. 8A, there are three peaks of the impact force applied to the pedestrian when the pedestrian is hit at a certain vehicle speed. The first peak is the impact force when the waist hits the bumper 7. Next, the waist portion hits the front end of the vehicle hood 1, and further, an impact force is generated when the head collides with the vehicle hood 1. As for the timing of generation of the impact force, the time t1 from the waist to the head is about 70 msec, and the time t2 from the waist to the head is about 50 msec.

Since the pedestrian has collided with the right position,
As shown in FIG. 8E, an operation command is output to the actuator 31b on the right rear side from when the leg hits the bumper 7 until the waist hits the front end of the vehicle hood 1. The change in the load on the right side of the vehicle hood 1 increases as shown in FIG. Accordingly, the right rear side of the vehicle hood 1 is the same (f).
The lifting height is increased as described above, and the bouncing is completed before the waist hits the front end of the vehicle hood 1 and further the head collides with the vehicle hood 1.

Then, after a delay time t3, an operation command is output to the left rear actuator 31a, and the generated force of the actuator 31a changes as shown in FIG. The change in the load on the left side of the vehicle hood 1 hardly rises as in FIG. The height of the rear left side of the vehicle hood 1 rises in the same manner (c). Accordingly, the rear left side of the vehicle hood 1 is completely flipped up equally to the rear right side.

<When the pedestrian collides with the left bumper 7> In the flowchart of FIG. 7, when the left switch 23a of the bumper 7 is turned on in step S10,
In step S11, it is determined that the pedestrian has collided with the left side of the bumper 7, and in step S12, the vehicle hood 1 is determined based on the vehicle speed V and the longitudinal acceleration or the impact load as a result of step S4.
Is estimated, and the delay time of the right rear actuator 31b is calculated.

In step S13, an operation command is issued to the left rear actuator 31a. In step S14,
After the operation delay time obtained in step S12, an operation command is output to the right rear actuator 31b. As a result, the vehicle hood 1 bounces substantially evenly in the left and right directions, and a clearance between the vehicle hood 1 and the internal components in the engine room can be secured. Thereafter, when the pedestrian's head collides with the upper surface of the vehicle hood 1 Energy can be absorbed and reduced.

<When a pedestrian collides near the center of the bumper 7> In steps S5 and S10 in the flowchart of FIG. 7, the center switch 23a is turned on regardless of whether the left and right switches 23b and 23c are ON or OFF.
If N, it is determined that the pedestrian has collided near the center of the bumper 7 in step S15, and an operation command is output to the left and right actuators 31a and 31b in step S16. As a result, the vehicle hood 1 bounces substantially evenly to the left and right, and a clearance between the vehicle hood 1 and the engine room built-in part can be ensured. The time difference between the actuations of the actuators increases as the vehicle speed increases and the load on the hood increases.
By making the hood bounce substantially evenly and at a predetermined height, it is possible to absorb and reduce the energy when the pedestrian's head collides with the vehicle hood 1 within the set vehicle speed from children to adults.

Can be performed.

Also, by operating only the actuator on the side of the collision, the upper surface of the hood against which the pedestrian's head collides is set to the set height, so that it is possible to prevent the vehicle hood 1 from being poorly lifted due to galling of the lifting mechanism. Absorbs energy when a pedestrian's head collides with
Can be eased.

(Second Embodiment) FIGS. 9 and 10 relate to a second embodiment of the present invention. FIG. 9 is a control block diagram, and FIG.
0 is a flowchart. The components corresponding to those of the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

In the present embodiment, when the collision is deviated left or right, only the left or right actuator is operated, so that it is not necessary to detect the load and set the delay time, and the control block diagram of FIG. Compare acceleration sensor 2
7 is omitted.

Then, as shown in FIG.
6, and in steps S10, S11, and S15, it is determined whether the vehicle has collided with the left or right side or the center of the bumper 7. If it is determined that the vehicle has collided with the right side, the right actuator 31b is determined in step S9. An operation command is output. If you are determined to have hit the left side,
At step S14, an operation command is output to the left actuator 31b. If it is determined that the vehicle has collided with the center, the left and right actuators 31a and 31b are determined in step S16.
An operation command is output to

That is, when a collision occurs with one of the left and right of the bumper 7 colliding,
1a and 31b are activated, and the vehicle hood 1 is flipped up so as to be inclined downward from the collision position side to the anti-collision position side. In this state, the head of the pedestrian is in the vehicle hood 1
And the vehicle hood 1 and the flip-up mechanism 19a or 19
b, the energy is absorbed and alleviated, but thereafter, the pedestrian is more likely to move toward the center in the vehicle width direction along the slope of the vehicle hood 1. As a result, the pedestrian can be reliably received by the vehicle hood 1, and energy absorption can be reliably reduced.

(Third Embodiment) FIGS. 11 and 12 relate to a third embodiment. FIG. 11 is a control block diagram, and FIG. 12 is a flowchart. The components corresponding to those in the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

In the present embodiment, each flip-up mechanism is provided between the front and rear sides of the left and right sides of the vehicle hood 1 in the vehicle width direction and the vehicle body side, and is provided in addition to the left rear actuator 31a and the right rear actuator 31b. , A left front actuator 31c and a right front actuator 31d.

When it is determined that the pedestrian has collided with the right side of the bumper 7 in steps S1 to S6 as shown in FIG. 12, a delay time is calculated in step S7, and in step S21, the right front An operation command is output to the side actuator 31d. At this time, the waist of the pedestrian has already begun to hit the vehicle hood 1. Next, in step S22, an operation command is output to the right rear actuator 31b with a time delay, and the vehicle hood 1 is flipped up so as to descend from the right side to the left side.

Thus, when the pedestrian's head collides with the vehicle hood 1, the vehicle hood 1 and the flip-up mechanism 19b
And absorbs and relaxes the energy with the pedestrian,
It becomes easy to move to the center side along the slope of the vehicle hood 1,
The pedestrian can be reliably captured by the vehicle hood 1 and energy can be absorbed.

The right and left front and rear actuators 31d,
Since the operation command is output with a time difference to 31b,
The waist of the pedestrian already hits the vehicle hood 1, and the jumping up by the right front actuator 31 d on which the load is acting is delayed, and the jumping up by the right rear actuator 31 b on which the load is not acting is eliminated. , On the right side, the front and rear sides can be evenly lifted, and more reliable energy absorption can be performed.

Next, steps S1, S2, S3, S4,
When it is determined in S5, S10, and S20 that the pedestrian has collided with the left side of the bumper 7, a delay time is calculated in step S12, and an operation command is output to the left front actuator 31c in step S23.
After the calculation delay time in step S24, an operation command is output to the left rear actuator 31a. Therefore, even in the case where a pedestrian collides with a shift to the left side, energy absorption and mitigation can be accurately performed as in the case of the right side.

Further, steps S1, S2, S3, S4,
If it is determined in S5, S10, and S15 that the pedestrian has collided near the center of the bumper 7, an operation command is output to the left and right rear actuators 31a and 31b in step S16, and the rear side of the vehicle hood 1 is evenly flipped. Energy can be absorbed and alleviated.

[Brief description of the drawings]

FIG. 1 is a perspective view of an automobile to which a first embodiment of the present invention is applied.

FIG. 2 is a side view of a vehicle front arrangement state of a bumper switch according to the first embodiment of the present invention.

FIG. 3 is a front view of a vehicle front arrangement state of a bumper switch according to the first embodiment of the present invention.

FIG. 4 is a side view of the first embodiment of the present invention, showing a state in which a flip-up mechanism is operated.

FIG. 5 is a side view of a main part of the flip-up mechanism according to the first embodiment of the present invention.

FIG. 6 is a control block diagram according to the first embodiment of the present invention.

FIG. 7 is a flowchart according to the first embodiment of the present invention.

FIGS. 8A and 8B are diagrams for explaining a rising state of a vehicle hood according to the first embodiment of the present invention, wherein FIG. 8A is a graph of a change in impact force of a pedestrian, and FIG. A graph of the force, (c) is a graph of the rising height of the vehicle hood on the left rear side, (d) is a graph of the load on the left side of the vehicle hood, and (e) is a graph of the actuator generating force on the right rear side. , (F) is a graph of the rising height on the right rear side of the vehicle hood, and (g) is a graph of the load on the right side of the vehicle hood.

FIG. 9 is a control block diagram according to a second embodiment of the present invention.

FIG. 10 is a flowchart according to a second embodiment of the present invention.

FIG. 11 is a control block diagram according to a third embodiment of the present invention.

FIG. 12 is a flowchart according to a third embodiment of the present invention.

FIG. 13 is an explanatory view of a flip-up mechanism according to a conventional example.

FIG. 14 is an explanatory view of a flip-up mechanism according to another conventional example.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle hood 3 body 7 bumper 19a, 19b flip-up mechanism 21 vehicle speed sensor (vehicle speed detecting means) 23 bumper switch (collision detecting means) 23a, 23b, 23c switch section (detecting section) 27 acceleration sensor (load detecting means) 29 controller 31a , 31b, 31c, 31d Actuator

Claims (15)

[Claims] 1. A plurality of flip-up mechanisms provided at a plurality of positions between a vehicle hood provided at a front portion of a vehicle body and a vehicle body side to lift the vehicle hood from the vehicle body side, and a vehicle speed detecting a vehicle speed of the vehicle. Detection means, collision detection means for detecting the presence or absence of a collision with a collision object such as a pedestrian, and a collision position; load detection means for detecting a load exerted on the vehicle hood by the collision object; and collision with the vehicle speed detection means. A controller that determines the flipping of the vehicle hood from a signal of the detecting means and the load detecting means and outputs an operation command to the flipping mechanism, wherein the collision position of the collision object is offset with respect to the vehicle hood. A vehicle hood flip-up control device, which outputs an operation command to the flip-up mechanism in accordance with a collision position when the vehicle is in a collision state. 2. The vehicle hood flip-up control device according to claim 1, wherein the flip-up mechanism is provided between both left and right sides of the vehicle hood in the vehicle width direction and the vehicle body. Vehicle hood splash control device. 3. The vehicle hood flip-up control device according to claim 1, wherein the flip-up mechanism is provided between the left and right sides and the front and rear sides of the vehicle hood in the vehicle width direction and between the vehicle body side. Characteristic vehicle hood flip-up control device. 4. The control device according to claim 1, wherein the controller outputs an operation command to each of the flip-up mechanisms with a time difference according to the collision position. A control device for raising a vehicle hood. 5. The vehicle hood flip-up control device according to claim 4, wherein when the collision position of the colliding object is offset with respect to the vehicle hood, the controller is configured to move forward from a lashing mechanism on the collision position side. A vehicle hood flip-up control device, which outputs an operation command to the other lash-up mechanism with a time lag, and outputs an operation command to another flip-up mechanism with a delay. 6. The vehicle hood flip-up control device according to claim 1, wherein the controller outputs an operation command to each of the flip-up mechanisms to evenly lift the vehicle hood. A vehicle hood flip-up control device, characterized in that: 7. The vehicle hood flip-up control device according to claim 1, wherein the controller is configured to: when the collision position of the collision object is offset, the controller according to the collision position. A vehicle hood flip-up control device, which outputs an operation command to the vehicle hood to incline the vehicle hood. 8. The vehicle hood flip-up control device according to claim 3, wherein the controller outputs an operation command to a front side flip-up mechanism, and tilts the vehicle hood rearward. Splash control device. 9. The vehicle hood flip-up control device according to claim 3, wherein the controller outputs the operation command with a time difference between the front and rear flip-up mechanisms when outputting the operation command to both front and rear actuators. A control device for raising a vehicle hood. 10. The vehicle hood flip-up control device according to claim 9, wherein the controller outputs an operation command to the front side flip-up mechanism first. 11. The vehicle hood flip-up control device according to claim 1, wherein one end of the flip-up mechanism is rotatably connected to the vehicle hood, and the other end is rotated toward the vehicle body. A flip-up control device for a vehicle hood, comprising an actuator that is freely coupled and extends by an operation command. 12. The vehicle hood flip-up control device according to claim 1, wherein the collision detecting means is provided at three positions: a center in a vehicle width direction of a bumper at a front portion of the vehicle, and right and left sides of the bumper. A flip-up control device for a vehicle hood, comprising a detection unit. 13. A vehicle hood flip-up control device according to claim 1, wherein said load detecting means is an acceleration sensor for detecting an acceleration of the vehicle. Splash control device. 14. The control device according to claim 1, wherein the controller sets an upper limit and a lower limit to a vehicle speed detected by the vehicle speed detecting means, and sets the upper limit and the lower limit in the set range. A flip-up control device for a vehicle hood, which outputs an operation command to the actuator. 15. The vehicle hood flip-up control device according to claim 4, wherein the controller increases the time difference as the detected vehicle speed increases or as the detection load increases. A control device for raising a vehicle hood.