PEDESTRIAN PROTECTION DEVICE

Abstract

Pedestrian protection device (6) for a motor vehicle (1) of a type having a windscreen (4) and an A-pillar (5) extending adjacent to a side edge of the windscreen (4), wherein the pedestrian protection device (6) comprises: a base element (9) that can be attached to the A-pillar (5) of the motor vehicle (1); a cladding element (7) that is movable relative to the base element (9); and an unfolding mechanism which can be operated when the pedestrian protection device (6) is actuated in order to drive the cladding element (7) away from the base element (9) from an initial position in which the cladding element (7) is proximal to the base element (9) into an unfolded position in which the cladding element (7) is spaced apart from the base element (9); characterized in that: the unfolding mechanism comprises a multitude of plastically deformable elements (14) that connect the base element (9) and the cladding element (7) and are arranged such that they plastically deform in the unfolded position of the cladding element (7) and absorb impact energy resulting from an impact between a pedestrian and the cladding element (7) under compression, wherein each of the deformable elements (14) comprises a pair of non-parallel links (16) terminating in cranked ends (18) which are pivotably connected to the base element (9).

Description

AREA OF INVENTION

[0001] The present invention relates to a pedestrian protection device. In particular, the present invention relates to a pedestrian protection device for a motor vehicle and a motor vehicle equipped with such a device, according to the respective preambles of the independent claims. BACKGROUND

[0002] In a head-on collision between a motor vehicle and a pedestrian, the pedestrian's body is known to be thrown over or onto the vehicle hood and impact the vehicle's windshield area. Although the impact of a pedestrian against the windshield can cause significant injuries, the vehicle's A-pillars are considered to be the most dangerous parts of a motor vehicle's windshield area. The A-pillars form part of the structure of a motor vehicle body and extend upward and rearward from the rear corners of the vehicle hood along respective side edges of the windshield. The A-pillars of a vehicle are important components because they must be sufficiently strong to support both the windshield and the vehicle roof during normal driving and also in the event of a rollover accident.These structural requirements for the A-pillars of a vehicle make it difficult to design them in such a way that they absorb sufficient impact energy from a colliding pedestrian to prevent serious injury to the pedestrian.

[0003] In an effort to make motor vehicles safer for pedestrians in the event of a collision, it has been proposed to equip a motor vehicle with a so-called pedestrian airbag. This type of airbag inflates when vehicle sensors indicate that a collision with a pedestrian is occurring or likely to occur, in order to cover the left and right A-pillars of the vehicle and, optionally, the windshield between them. Typically, an airbag of this general type is provided in an initially folded and / or rolled package and stowed under a rear portion of the vehicle's hood for inflation, generally in a rearward direction over the windshield and A-pillars.The rear portion of the hood may be raised by another airbag, piston, or other arrangement to allow sufficient space for the pedestrian airbag to inflate so that it deploys in a manner effective to cover the vehicle's A-pillars and, if applicable, the windshield, thereby cushioning the impact of a pedestrian on those parts of the vehicle.

[0004] Although pedestrian airbags of the type described above can provide good protection for pedestrians in the event of a collision with either of the A-pillars of a motor vehicle, they present a space challenge for automotive designers. This is because typical pedestrian airbags are actually quite large compared to other types of airbags used in motor vehicles, such as driver airbags. This means that the initially folded and / or rolled airbag pack is relatively large, and the gas generator required to inflate the airbag is also large due to the volume of gas needed to achieve sufficient inflation. Both of these factors make it difficult to accommodate typical pedestrian airbag modules in many modern vehicles, where space is of paramount importance to vehicle designers, particularly in the engine compartment, where such airbags often need to be installed.

[0005] It has been proposed to equip the A-pillars of a motor vehicle with individual airbags to provide sufficient pedestrian protection against impacts with relatively small airbags. However, these arrangements can also present considerable placement difficulties, as well as additional challenges in ensuring that the airbags deploy with sufficient coverage over the A-pillars to provide effective protection. Although good deployment characteristics could be achieved by placing the airbags within or adjacent to the A-pillars themselves, so that the uninflated airbag packs extend along the A-pillars, this is extremely difficult to achieve in practice due to the relatively slim design of the A-pillars, which is necessary to avoid creating dangerous blind spots in the driver's view through the windshield.

[0006] The present invention has been developed in view of the above considerations.

[0007] DE 10353447 A describes an A-pillar for a motor vehicle body.

[0008] DE 112014006087 T describes an active pedestrian protection system.

[0009] US 20100078923 A describes a mounting system for a movable body.

[0010] DE 102017125468 A describes crash absorbers for a motor vehicle.

[0011] DE 102005008637 A describes a safety device for a motor vehicle.

[0012] US 6626474 B describes a shock-absorbing device.

[0013] DE 60300420 T2 describes an A-pillar cover that can be folded out to protect pedestrians.

[0014] JP 2006 - 282 105 A describes an impact-absorbing structure for vehicles.

[0015] JP 2020 - 050 282 A describes an airbag device. SUMMARY OF THE INVENTION

[0016] The invention is based on the object of creating an alternative pedestrian protection device which offers a pedestrian sufficient protection against an impact on the A-pillars of a motor vehicle without the need for an airbag arrangement and which can be more easily incorporated into the design of a motor vehicle in an unobtrusive manner.

[0017] The aforementioned problem is solved by the subject matter of the independent claims.

[0018] According to a first aspect of the present invention, a pedestrian protection device for a motor vehicle is provided according to claim 1.

[0019] Optionally, the base element and the cladding element are both elongated and arranged to be substantially parallel to each other in the initial position; wherein the unfolding mechanism is operable to maintain the parallelism during the movement of the cladding element from the initial position to the unfolded position.

[0020] The deployment mechanism can include a parallel motion linkage arrangement. The deformable element can form part of the parallel motion linkage arrangement.

[0021] Alternatively, the deformable element is essentially elongated and made of ductile material.

[0022] In some embodiments, the deformable element can be provided in the form of a metal strut and can be made, for example, of steel, aluminum, or other suitable ductile metals.

[0023] The cladding element is optionally made of plastic. The base element can also be made of plastic.

[0024] Conveniently, the deformable element can be pivotally connected to the base element and pivotally connected to the cladding element.

[0025] Advantageously, the deployment mechanism is operable to drive the fairing element away from the base element by pivoting the deformable element relative to the base element and the fairing element away from the base element.

[0026] In some embodiments, the deployment mechanism comprises a plurality of the plastically deformable elements.

[0027] In such embodiments, each of the deformable elements may comprise a pair of non-parallel links terminating in cranked ends pivotally connected to the base member. Optionally, in an undeployed initial configuration of the device, the plurality of deformable elements are arranged in a nested initial relationship relative to one another such that the links of at least one deformable element are at least partially received between the links of an adjacent deformable element. In some embodiments of this type, it is contemplated that the plurality of deformable elements may be received in the base member in the nested initial relationship.

[0028] Optionally, the unfolding mechanism also includes a lifting element that engages with each deformable element and is movable in order to push the deformable elements synchronously from their respective starting positions into their respective unfolded positions.

[0029] Advantageously, the unfolding mechanism also includes a pyrotechnic actuator that can be operated to force the cladding element from the initial position into the unfolded position.

[0030] The pyrotechnic actuator is designed to be operable in order to move the lifting element and thereby push the deformable elements synchronously from their respective starting positions to their respective unfolded positions.

[0031] Alternatively, the lifting element is provided in the form of an elongated metal plate, which can be made of steel, aluminum or another suitable metal.

[0032] The pedestrian protection device according to the invention provides effective protection against injuries to pedestrians that can be caused by an impact with the A-pillar of a motor vehicle. The device is more cost-effective to manufacture than equivalent conventional airbag assemblies and, in the non-deployed state, has significantly smaller dimensions than conventional airbag assemblies, making it easier to accommodate in a modern motor vehicle. The device is also lighter in overall weight than a comparable airbag system. Furthermore, it has been shown that the device of the present invention provides more reliable positioning of its key energy-absorbing components relative to the A-pillar in the deployed state compared to a conventional airbag assembly.

[0033] According to a second aspect of the present invention, there is provided a motor vehicle according to claim 15.

[0034] According to a third aspect of the present invention, a motor vehicle is provided comprising a windscreen, a pair of A-pillars extending along respective side edges of the windscreen, and a pair of pedestrian protection devices according to the first aspect of the invention, wherein the base element of each pedestrian protection device is attached to a respective A-pillar, and wherein the trim element of each pedestrian protection device is located on or adjacent to the respective A-pillar in order to define at least a portion of an outer surface of the A-pillar in its initial position. BRIEF DESCRIPTION OF THE CHARACTERS

[0035] In order to better understand the invention and to comprehend further features thereof, exemplary embodiments of the invention are now described with reference to the accompanying drawings, in which: Fig. 1 a perspective view of the windshield area of ​​a motor vehicle equipped with a pedestrian protection device according to the present invention, the device being illustrated in its normal configuration before deployment; Fig. 2 is a view generally shared by Fig. 1 corresponds, but shows the pedestrian protection device schematically and in an unfolded configuration after activation; Fig. 3 is a perspective expanded view showing components of an embodiment of the pedestrian protection device according to the invention; Fig. 4 is a perspective view from below, showing a cladding area of ​​the Fig. 3 illustrated pedestrian protection devices show; Fig. 5 is a perspective view from above, showing a base area of ​​the pedestrian protection device; Fig. 6 is a partially cropped perspective view showing the pedestrian protection device in its normal configuration before deployment; Fig. Figure 7 is a perspective view showing the entire pedestrian protection device before deployment in its normal configuration, as shown in Fig. 6 illustrates; Fig. 8 is a view that is generally the one of Fig. 6 corresponds, however, the pedestrian protection device shows itself in an initial stage of deployment shortly after activation; Fig. 9 is a view that is generally the one of Fig. 7 corresponds, however, to the pedestrian protection device in the Fig. 8 illustrates the initial stage of development; Fig. 10. One view is that which is generally the one of Fig. 8 corresponds, however, part of the device has been omitted for the sake of clarity, and the pedestrian protection device is shown in a subsequent early stage of deployment; Fig. 11. One view is that which is generally the one of Fig. 9 corresponds, however, the pedestrian protection device shows in the subsequent early stage of deployment, which in Fig. 10 is illustrated; Fig. 12. One view is generally the one held by Fig. 11 corresponds, however, the pedestrian protection device is shown in a subsequent intermediate stage of deployment; Fig. 13. One view is generally the one held by Fig. 10 corresponds, but shows the pedestrian protection device in a subsequent, essentially fully deployed stage; Fig. 14 is a view that is generally the one of Fig. 12 corresponds, however, the pedestrian protection device is shown in a subsequent, essentially fully deployed stage, which in Fig. 13 is illustrated; Fig. 15 is a perspective view from above showing the base area of ​​an alternative embodiment of the pedestrian protection device; Fig. 16 a perspective view similar to that of Fig. 15, however, shows a lifting plate of the pedestrian protection device in a raised and substantially fully unfolded position; Fig. 17 is a perspective view from above showing another alternative embodiment of the pedestrian protection device in its normal configuration before deployment; Fig. 18 a perspective view similar to that of Fig. 17, however, shows the lifting plate of the pedestrian protection device in a raised and substantially fully unfolded position; Fig. 19 is a schematic representation showing a pedestrian protection device according to the present invention in a fully deployed configuration immediately before impact on the head of a pedestrian; Fig. 20 is a schematic diagram generally similar to that of Fig. 19, but showing the pedestrian protection device after an initial impact on the head of a pedestrian; Fig. 21 is a schematic diagram generally similar to that of Fig. 20, but showing the pedestrian protection device in a subsequent stage of an accident and absorbing the impact energy from the head of a pedestrian; and Fig. 22 is a schematic diagram generally similar to that of Fig. 21 corresponds, however, the pedestrian protection device shows absorbing further impact energy from the pedestrian's head at a later stage of an accident. DETAILED DESCRIPTION OF THE INVENTION

[0036] Aspects and embodiments of the present invention will now be explained with reference to the accompanying figures. Further aspects and embodiments are obvious to the person skilled in the art.

[0037] Fig. 1 and Fig. Figure 2 illustrates the windshield area of ​​a motor vehicle 1 of a generally common configuration, comprising a hood 2, a roof 3, and a windshield 4, mounted between a pair of structural A-pillars 5 on either side of the vehicle. The A-pillars 5 extend upwards and rearwards from the area of ​​the rear corners of the hood 2 and support the roof 3 and the windshield 4.

[0038] The Fig. 1 and Fig. The illustrated vehicle 1 is equipped with a pair of pedestrian protection devices 6 according to the present invention and is described in detail below. Each device 6 is assigned to and attached to a respective A-pillar 5 and is operable in response to an actuation signal from a sensor configured to detect an impact between the vehicle 1 and a pedestrian, or the likely occurrence of such an impact, in order to move away from the Fig. 1 illustrated initial configuration in a Fig. 2 illustrated unfolded configuration to unfold.

[0039] As in Fig. As shown in Figure 1, in the initial configuration of each pedestrian protection device 6, an elongated trim element 7 of the device assumes a starting position in which it lies along and on or adjacent to the respective A-pillar to define part of the outer surface of the A-pillar. The shape and configuration of the trim element (including, for example, its surface finish) is specifically tailored to the vehicle on which the device is installed to create the impression of being an integral and visually uniform part of the A-pillar.

[0040] As will be described in more detail below, during deployment of each pedestrian protection device 6, the trim element 7 is deployed in response to an actuation signal from the sensor by a deployment mechanism from the Fig. 1. The starting position illustrated is driven into an unfolded position, in which it is spaced forward from the respective A-pillar 5, as shown in Fig. 2. The basic idea behind the device 6 is that a pedestrian impacted by the vehicle 1 in an accident and propelled towards one of the A-pillars 5 of the vehicle first comes into contact with the trim element 7 of the protective device 6 in its deployed position, the resulting space 8 between the trim element 7 and the rigid structure of the A-pillar 5 enabling the controlled absorption of impact energy, thereby reducing the risk of injury to the pedestrian.

[0041] Fig. Figure 3 is an expanded view showing the main components of an embodiment of the pedestrian safety device 6, which includes the aforementioned cladding element 7, an elongated base element 9 and components forming an unfolding mechanism, namely: a lifting element 10; an actuator housing 11; a detonator 12 and an associated control cable 13; a plurality of deformable elements 14; and an elongated support 15 configured to secure the deformable elements 14 to the underside of the cladding element 7.

[0042] The multitude of deformable elements 14 of the deployment mechanism are essentially identical to one another, each being formed from a suitably strong, plastically deformable material such as a ductile metal. In certain embodiments, the deformable elements 14 are formed from essentially rigid steel wire, although it is considered that in alternative embodiments they could instead be formed from aluminum wire. As in Fig. As illustrated in Figure 3, each deformable element 14 is generally elongated and has an A-shaped configuration comprising a pair of non-parallel links 16 that diverge in a downward direction, such that the deformable elements 14 generally have a tapered shape and are wider at their lower ends than at their upper ends. The upper ends of the two links 16 are connected to each other by a short straight section 17 of the rigid wire, while the lower ends of the links 16 terminate in aligned, outwardly bent ends 18.

[0043] As below and with specific reference to Fig. 3 and Fig. 4, the plurality of deformable elements 14 are arranged to be equally spaced from one another in a linear array and are pivotally connected to both the uppermost fairing element 7 and the lowermost base element 9 to interconnect the fairing element 7 and the base element 9 in a parallel motion manner such that the fairing element 7 is movable relative to the base element 9 while being constrained to remain substantially parallel to the base element 9.

[0044] As in Fig. As shown in Figure 4, the deformable elements 14 are pivotably connected at their upper ends to the cladding element 7 via the elongated bracket 15. In certain embodiments, the cladding element 7 is made of plastic, and the bracket 15, which may also be made of plastic, is attached to the underside of the cladding element 7 (for example, by means of fasteners 20 such as screws, or by adhesive or heat fusion) to define a plurality of spaced-apart channels 21 between them, each of which receives the upper straight section 17 of a respective deformable element 14 as a rotary fit.

[0045] The base element 9 is elongated and has a length that generally corresponds to the length of the trim element 7. It is proposed that the base element 9 may be formed from plastic, such as the same plastic material from which the trim element 7 is formed, and is attached to an A-pillar of the motor vehicle 1 such that it extends at least partially along the A-pillar, as shown in Fig. 1 and Fig. 2 is evident.

[0046] The base element 9 has two spaced-apart, upright flanges 22 along its respective side edges, each of which is provided with a series of spaced-apart blind holes 23 along its length. As can be seen from the partially cut-out view of Fig. As can be seen in Figure 5, the blind holes 23 formed in each flange 22 are each aligned across the width of the base element with a corresponding hole 23 in the opposite flange 22, so that each hole 23 can receive a respective cranked end 18 of a deformable element 14 as a rotary fit, with the opposite hole in the opposite flange 22 receiving the other cranked end 18 of the same deformable element 14 in the same manner. In this way, the lower ends of the deformable elements 14 are pivotably connected to the base element 9.

[0047] As most clearly seen in Fig. As illustrated in Figure 3, the base element 9 is provided at its foremost end (the left end in the illustrated orientation) with an ignition pin 24, which in some embodiments may be formed as part of the base element 9. The pin 24 is part of the actuator assembly of the device and is provided near the end of the base element 9, which, when the device 6 is installed in the motor vehicle, is mounted on the underside of the A-pillar, so that it can be accommodated in the so-called "ventilation panel" area of ​​the vehicle at the underside of the windshield 4. The pin 24 is located on the central longitudinal axis 25 of the base element 9, is cylindrical, and extends upwards at an acute angle 26 (optionally 45°) to the longitudinal axis 25, such that an end face 27 of the pin faces the proximal front end of the base element 9.

[0048] As most clearly seen in Fig. As illustrated in Figure 6, the pin 24 is configured for interaction with the actuator housing 11. More precisely, the pin 24 is recorded as a tight sliding fit within the lower end of a cylindrical ignition chamber 28, which is defined within the actuator housing 11. Fig. Figure 6 shows the actuator housing 11 in its initial position before the pedestrian protection device is deployed, in which the pin 24 is substantially completely received in the ignition chamber 28 and a base plate 29 of the actuator housing 11 is received in a cutout at the front end of the base element 9 between the two side flanges 22. The base plate 29 of the actuator housing 11 is generally flat, but has a plurality of upright and spaced projections 30 formed on it.

[0049] As in Fig. 6, a pyrotechnic actuator 31 is housed in the upper end of the ignition chamber 28 and includes a pyrotechnic charge 32 located immediately adjacent to the end face 27 of the pin 24. The igniter 12 is part of the actuator 31 and may, for example, be designed as a squib. The igniter 12 is provided within the uppermost end of the ignition chamber 28, immediately adjacent to the pyrotechnic charge 32, and operatively connected thereto. The upper end of the ignition chamber 28 is then closed by an end cap 33, which may be provided at the end of the control cable 13 in the form of an electrical connector and thus serves to electrically connect the control cable 13 to electrical contacts 34 on the igniter.As the person skilled in the art will recognize, the igniter 12 can thus be arranged to receive an actuation signal from an electronic control via the control cable 13 and be configured to detect, in response to an actuation signal from a sensor, an impact between the vehicle 1 and a pedestrian or the probable occurrence of such an impact in order to trigger the pedestrian protection device 6.

[0050] With particular reference to Fig. 3, Fig. 5 and Fig. Section 6 describes the configuration of the lifting element 10 in more detail. The lifting element 10 is preferably made of metal such as steel or aluminum and has the form of an elongated metal plate. As shown in Fig. As illustrated in Figure 3, the lifting element 10 is elongated and has a length that generally corresponds to the length of the base element 9. However, it is understood that in preferred embodiments of the invention, the lifting element 10 is actually somewhat shorter than the base element 9 in order to allow a small degree of longitudinal movement of the lifting element 10 relative to the base element 9 without extending beyond the end of the base element 9.

[0051] In a general sense, the lifting element 10 is dimensioned in width such that it fits between the two side flanges 22 of the base element 9 for longitudinal movement between them. In particular, however, the lifting element 10 has a plurality of outwardly directed guide tabs 35, which are evenly spaced along each longitudinal side edge of the plate. As is most clearly shown in Fig. As illustrated in Figure 3, the guide tabs 35 along each side edge are aligned over the width of the lifting element 10 with a corresponding guide tab 35 on the opposite side edge.

[0052] As most clearly seen in Fig. 6, in an initial state of the pedestrian protection device 6 prior to deployment, the lifting plate 10 rests on the uppermost major surface of the base member 9, with the guide tabs 35 of the lifting member 10 being received in respective guide recesses 36 formed at spaced positions along the side flanges 22 of the base member 9. Each guide recess 36 is longitudinally positioned between a pair of pivot bores 23 such that each guide tab 35 of the lifting member 10 is disposed between the lower ends 18 of an adjacent pair of deformable elements 14.

[0053] The front edge portion of each guide tab 35 is bent upwards to define a respective upwardly folded lip 37 at the front end of the guide tab 35. In the Fig. In the starting position illustrated in Figure 6, the upwardly folded front lips 37 of the guide tabs 35 each rest against a correspondingly angled guide surface 38, wherein each guide surface 38 defines an inclined ramp surface at the front end of the respective guide recess 36, which is formed in the flanges 22 of the base element 9.

[0054] With reference to Fig. 5, which slightly raises the lifting element 10 relative to the Fig. As shown in the initial position illustrated in Figure 6, it can be observed that the lifting element 10 is also provided with a plurality of cutouts 39 along its sides, each cutout 39 receiving the lower part of a respective link 16 of a deformable element 14. In particular, the rear end of each cutout 39 defines a respective contact edge 40, which is arranged such that it comes into contact with and abuts the lower part of a respective link 16 of a deformable element 14. In this respect, it should be noted that in the Fig. 5 and Fig. In the illustrated embodiment 6, the lower part of each member 16 is provided with notches 41 formed in its forward and rearward facing sides (although only the forward-facing notches 41 are clearly visible in the figures), wherein each contact edge 40 of the lifting element 10 engages in a respective rearward-facing notch 41 when it is in the illustrated raised position.

[0055] As most clearly seen in Fig. 3 and Fig. 6, the forwardmost end of the lifting member 10 (i.e., the end corresponding to the pin end of the base member 9) is forked into a pair of elongated arms 42 defining an opening 43 therebetween. The opening is configured to receive the actuator housing 11 and the pin 24 such that each arm 42 extends along a respective side of the housing 11 to sit over a respective side portion of the foot plate 29. The inwardly directed and opposite edges of the arms 42 are provided with a plurality of spaced-apart notches 44 sized and configured to engage respective projections 30 on the foot plate 29 of the actuator housing 11.

[0056] Fig. 6 and Fig. 7 illustrate the pedestrian protection device 6 in its initial configuration prior to deployment. The lifting plate 10 is seated on the base member 9 such that its lower surface rests on the uppermost surface of the base member 9. It should also be noted that all of the deformable elements 14 assume initial positions in which they lie substantially flat against the lifting member 10, such that they are completely received below the level of the raised flanges 22 along each side edge of the base member 9, such that they are all contained within the base member 9. This is facilitated by the tapered shape of the deformable elements 14, which allows them to assume a nested initial relationship relative to one another in the undeployed configuration of the device. More specifically, the links 16 of all but one of the deformable elements 14 are received between the links of an adjacent deformable element 14.This nested arrangement of the deformable elements in the initial configuration of the device 6 enables the device to have a very low profile, thereby enabling convenient installation of the device in the A-pillar area of ​​a motor vehicle, where available space is often limited. Furthermore, it will be appreciated that in this initial position, with the deformable elements 14 abutting the lifting element 10, the contact edges 40 of the lifting element 10 do not engage respective notches 41 in the deformable elements, but instead abut respective links 16 of the deformable elements 14 at positions slightly spaced from the notches 41.

[0057] The trim member 7 is arranged to fit over the base member 9 to cover and accommodate the other components of the device and, in the particular illustrated embodiment, is configured to have a generally planar outer surface 45 which, as noted above, may be configured or shaped to create the appearance of being an integral and visually uniform part of the A-pillar of a motor vehicle when installed on the vehicle in the manner described. It should be noted, however, that the outer surface 45 of the trim member 7 need not be planar and could, for example, be curved or arcuate in other embodiments to conform to or blend with the external configuration of the A-pillar as required.Furthermore, the cladding element 7 has an actuator cover 46 at its foremost end, which in preferred embodiments is formed integrally with the cladding element 7. As is most clearly shown in . Fig. As illustrated in Figure 6, the actuator cover 46 is hollow to define a cavity shaped and configured to accommodate the actuator housing 11, the end cap 33, and the end portion of the control cable 13. The cover element may also include a downward-hanging rim in the form of an apron 47 that extends around the entire circumference of the cover element, except for a small opening at one end to allow passage of the control cable 13. When the cover element is positioned above the base element 9 in the initial configuration of the device, the apron 47 extends around the circumference of the base element 9, thus concealing and protecting the internal components of the deployment mechanism beneath the cover element 7. In this configuration, the cover element 7 and the base element are substantially parallel to each other, with the cover element 7 facing the base element 9.

[0058] The deployment of the pedestrian protection device 6 will now be described with particular reference to Fig. 6 to 14, noting that: Fig. 6 and Fig. 7 shows the device in an initial configuration before deployment; Fig. 8 and Fig. 9 show the device in an initial stage of deployment shortly after actuation; Fig. 10 and Fig. 11 shows the device in a subsequent early stage of deployment; Fig. 12 shows the device in a subsequent middle stage of deployment; and Fig. 13 and Fig. 14 show the device in a subsequent substantially fully deployed stage.

[0059] Upon receiving an activation signal from the sensor in vehicle 1 via the control cable 13, the igniter 12 is triggered, thereby igniting the pyrotechnic charge 32. The ignition force of the pyrotechnic charge 32 is directed towards the adjacent end surface 27 of the pin 24 within the ignition chamber 28, which thus very quickly and forcefully pushes the actuator housing 11 linearly away from the base element 9, guided by a sliding movement of the ignition chamber 28 along the pin 24, as shown in Fig. Figure 8 illustrates this. The base plate 29 of the actuator housing 11 is thus pushed upwards and forwards in a direction parallel to the longitudinal axis of the pin 24 relative to the base element 10.

[0060] Due to the aforementioned engagement between the base plate 29 of the actuator housing 11 and the end arms 42 of the lifting element 10 (via the projections 30 on the base plate 29 and the notches 44 and the arms 42), the aforementioned movement of the actuator housing 11 is also transmitted to the lifting element 10, so that the lifting element 10 is pushed upwards and forwards relative to the base element 9 by the base plate 29. This upward and forward movement of the lifting element 10 is guided by an upward sliding movement of the upwardly folded lips 37 of the guide tabs 35 along the inclined guide surfaces 38 of the base element 9. The guide tabs 35 of the lifting element 10 and the guide recesses 36 of the base element thus work together along essentially the entire length of the lifting element 10 to move all parts of the lifting element 10 along its entire length into the aforementioned upward and forward movement.It is therefore considered preferred if the guide surfaces 38 of the guide recesses 36 run essentially parallel to the longitudinal axis of the pin 24.

[0061] When the lifting element 10 begins to move in the manner described above, its contact edges 40 serve to urge the links 16 of the deformable elements 14 upwardly, thereby causing an initial degree of pivotal movement of the deformable elements 14 relative to the base element 9 about their cranked ends 18 and synchronously. It will be understood that this upward and pivotal movement of the links 16 of the deformable elements 14 serves to lift the upper ends of the deformable elements 14 and thereby drive the cladding element 7 away from the base element 9, as most clearly shown in Fig. 9 illustrates.

[0062] With reference to Fig. 10 to 12, a continued sliding movement of the ignition chamber 28 along the pin 24, due to the detonation force of the pyrotechnic charge 32, serves to push the lifting element 10 further upwards and forwards away from the base element 9, so that the upwardly folded lips 37 of the guide tabs 35 slide further upwards on the inclined guide surfaces 38. This further movement of the lifting element 10 serves to raise the links 16 of the deformable elements 14 further relative to the base element 9, with the contact edges 40 sliding closer to the notches 41. The upper ends of the deformable elements 40 are thus lifted further away from the base element 9, which in turn drives the cladding element 7 further away from the base element 9.

[0063] Since the deformable elements 14 are all identical to each other (in particular, of identical length) and are pivotably connected to both the base element 9 and the cladding element 7 in an equidistant manner, it is, as is most clearly shown in Fig. 11 and Fig. Figure 12 illustrates that a parallel movement connection is provided between the base element 9 and the cladding element 7, so that the cladding element 7 remains parallel to the cladding element 7 throughout its movement.

[0064] The movement of the lifting element 10 continues in the manner described above, whereby the unfolding elements 14 are further raised and the cladding element 7 is driven further away from the base element 9 in parallel, with the contact edges 40 sliding further towards the respective notches 41, which are formed towards the lower ends of the links 16 of the deformable elements 14. As in Fig. As shown in Figure 13, the contact edges 40 eventually slide into respective notches 41 to engage therein, thereby locking the deformable elements 14 in their respective fully raised positions, in which they extend essentially perpendicular to both the base element 9 and the cladding element 7, as shown in Figure 13. Fig. Figure 14 shows. However, it is understood that in variants of the described embodiment, the fully unfolded positions of the deformable elements could extend a short distance beyond the position in which they are exactly perpendicular to the base element 9, in a manner known as the "over-center". In this state, the cladding element 7 is in a fully unfolded position, at its maximum distance from the base element 9 to define a significant gap 8 between them, with the deformable elements 14 extending across the gap 8.

[0065] With reference to Fig. 15 and Fig. 16, aspects of an alternative embodiment are illustrated in which the notches 41 of the above-described deformable elements 14 are replaced by flattened portions 41a of the wire links 16. It should also be noted in this embodiment that the contact edges 40a are arcuate and define part of respective recesses 45 that are sized and shaped to receive the flattened portions 41a of the wire links 16 as a close sliding fit when the lifting element 10a and the deformable elements 14 approach their respective deployed positions, as shown in Fig. 16 illustrates, approach and take these.

[0066] Referring to Fig. 17 and Fig. Section 18 now illustrates aspects of an alternative embodiment in which the actuator arrangement of the device has a slightly different configuration than that of the embodiments described previously. In particular, in this arrangement, the ignition pin 24 of the base element 9 generally extends parallel to the longitudinal axis 25 of the base element 9 instead of at an acute angle as in the case of the embodiment described in Section 18. Fig. 3, Fig. 6, Fig. 8 and Fig. 10. Nevertheless, the ignition pin 24 of this arrangement is again cylindrical and is again received in a close sliding fit with the end of a cylindrical ignition chamber (not shown) defined within an actuator housing 11. However, as in Fig. 17 and Fig. Figure 18 illustrates that in this embodiment, the actuator housing 11 itself is generally cylindrical and thus has a somewhat lower profile relative to the base element 9 than in the previously described embodiments. This allows for more convenient installation of the device in some motor vehicles.

[0067] Although in Fig. 17 and Fig. Not shown in Figure 18, a pyrotechnic charge is located within the ignition chamber immediately adjacent to the end surface of the pin 24 in an essentially identical manner as described above with reference to Fig. 6 described.

[0068] The end of the actuator housing 11 opposite the end into which the ignition pin 24 projects is provided with an actuating ramp 48, which is inclined at an acute angle (optionally 45°) to the longitudinal axis 25 of the base element 9. In addition, in this arrangement, the lifting element 10 is provided with an upwardly folded guide tab 49, which is arranged such that, in the pre-actuated state of the device, as shown in Fig. Figure 17 illustrates that it is located at the lower part of the actuating ramp 48.

[0069] When arranging Fig. 17 and Fig. 18 The designation of a pyrotechnic charge provided within the ignition chamber (not shown) causes a force directed against the adjacent end surface of the ignition pin 24, which thus very quickly and forcefully pushes the actuator housing 11 and its actuating ramp 48 away from and along the pin 24 in a direction that is generally parallel to the axis of the base element 9, as indicated by the arrow in Fig. Figure 17 illustrates this. The actuating ramp 48 is thus driven under the guide tab 49, causing the guide tab 49 to slide up the surface of the actuating ramp, thereby pushing the end of the lifting element 10 upwards, as shown in Fig. Figure 18 shows that an upward and forward movement of the lifting element 10 is generated by an upward sliding movement of the upwardly folded lips 37 of the guide tabs 35 along the inclined guide surfaces 38 of the base element 9 in the same manner as described above in connection with the preceding embodiments. The guide tabs 35 of the lifting element 10 and the guide recesses 36 of the base element thus interact along substantially the entire length of the lifting element 10 to set all parts of the lifting element 10 into the aforementioned upward and forward movement along its entire length. Fig. Figure 19 is a schematic illustration showing the pedestrian protection device of the present invention (and in particular the above with regard to Fig. Figure 3 to 14 shows the arrangement in its fully deployed position, in which the trim element 7 is spaced from the base element 9 by the deformable elements 14 to define a gap 8 between the trim element 7 and the base element 9, which, when installed in the motor vehicle, are fixed to the A-pillar of the motor vehicle. Reference numeral 46 denotes the head of a pedestrian struck by the vehicle and thrown over the hood of the vehicle towards the A-pillar, such that the head 46 is about to strike the deployed trim element 7. As can be seen, in the deployed configuration of the device 6, the deformable elements 14 are positioned to act as struts that, under compression, support the trim element 7 in its deployed position.

[0070] Fig. Figure 20 illustrates the arrangement in a subsequent stage of the accident, a few milliseconds after Fig. 19, and shows the pedestrian's head 46 having struck the trim member 7. The inertia of the pedestrian's head 46 causes the plastic trim member 7 to deflect, as illustrated, which serves to absorb a small amount of impact energy and slightly slow the movement of the pedestrian's head 46 toward the supporting A-pillar. As the occupant's head continues to move toward the underlying A-pillar behind the base member, the deformable members 14 begin to buckle and, due to their rigid metal wire construction, absorb significant impact energy through plastic deformation, which in turn serves to more significantly decelerate the occupant's head and slow its movement toward the underlying A-pillar.

[0071] Fig. 21 and Fig. Figures 22 illustrate successive stages of the impact on the pedestrian's head 46 and show extensive bulging of the deformable elements 14. Fig. Figure 22 illustrates the device, which has absorbed substantially all of the impact energy, with the deformable elements 14 being highly deformed, thereby substantially stopping the movement of the pedestrian's head towards the A-pillar. Features disclosed in the foregoing description or in the following claims or in the accompanying drawings, and expressed in their specific forms or in relation to a means of performing the disclosed function or a method or process for achieving the disclosed results, may, as appropriate, be used separately or in any combination of such features to implement the invention in various forms thereof.

Claims

[1] Pedestrian protection device (6) for a motor vehicle (1) of a type having a windshield (4) and an A-pillar (5) extending adjacent to a side edge of the windshield (4), the pedestrian protection device (6) comprising: a base element (9) which can be fastened to the A-pillar (5) of the motor vehicle (1); a covering element (7) which is movable relative to the base element (9); and a deployment mechanism operable upon actuation of the pedestrian protection device (6) to drive the trim element (7) away from the base element (9) from an initial position in which the trim element (7) is proximal to the base element (9) to a deployed position in which the trim element (7) is spaced from the base element (9); characterized by , that: the deployment mechanism comprises a plurality of plastically deformable elements (14) which interconnect the base element (9) and the cladding element (7) and are arranged such that they plastically deform in the deployed position of the cladding element (7) and absorb impact energy resulting from an impact between a pedestrian and the cladding element (7) under compression, wherein each of the deformable elements (14) comprises a pair of non-parallel links (16) terminating in cranked ends (18) pivotally connected to the base element (9). [2] A pedestrian protection device (6) according to claim 1, wherein: the base member (9) and the lining member (7) are both elongated and arranged to be parallel to each other in the initial position; wherein the deployment mechanism is operable to maintain parallelism during movement of the lining member (7) from the initial position to the deployment position. [3] Pedestrian protection device (6) according to claim 2, wherein the deployment mechanism comprises a parallel motion linkage arrangement. [4] Pedestrian protection device (6) according to claim 3, wherein the deformable element (14) forms part of the parallel movement linkage arrangement. [5] Pedestrian protection device (6) according to one of claims 1 to 4, wherein the deformable element (14) is elongated and formed of ductile material. [6] Pedestrian protection device (6) according to one of claims 1 to 5, wherein the deformable element (14) is pivotally connected to the base element (9) and pivotally connected to the covering element (7). [7] Pedestrian protection device (6) according to claim 6, wherein the deployment mechanism is operable to drive the fairing element (7) away from the base element (9) via a pivotal movement of the deformable element (14) relative to the base element (9) and the fairing element (7). [8] Pedestrian protection device (6) according to claim 1, wherein the plurality of deformable elements (14) are arranged in a nested initial relationship relative to one another in an undeployed initial configuration of the device (6) such that the links (16) of the at least one deformable element (14) are at least partially received between the links (16) of an adjacent deformable element (14). [9] Pedestrian protection device (6) according to claim 8, wherein the plurality of deformable elements (14) are received in the base element (9) in the nested initial relationship. [10] Pedestrian protection device (6) according to one of claims 1 to 9, wherein the deployment mechanism further comprises a lifting member (10) engaged with each deformable member (14) and movable to urge the deformable members (14) synchronously from respective initial positions to respective deployed positions. [11] Pedestrian protection device (6) according to one of claims 1 to 10, wherein the deployment mechanism further comprises a pyrotechnic actuator operable to urge the cladding element (7) from the initial position to the deployed position. [12] Pedestrian protection device (6) according to claim 10, wherein the deployment mechanism further comprises a pyrotechnic actuator operable to move the lifting element (10) and thereby urge the deformable elements (14) synchronously from respective initial positions to respective deployed positions. [13] Motor vehicle (1) comprising a windshield (4), an A-pillar (5) extending along a side edge of the windshield (4), and a pedestrian protection device (6) according to one of claims 1 to 12, wherein the base element (9) of the pedestrian protection device (6) is attached to the A-pillar (5), and wherein the trim element (7) of the pedestrian protection device (6) bears against or adjacent to the A-pillar (5) to define at least part of an outer surface of the A-pillar (5) in its initial position.

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