Protective device for vehicle

Abstract

To make it difficult for input to pedestrians or the like who collide against a vehicle to become localized or excessive.SOLUTION: A protective device for a vehicle includes a plurality of local input sensing rods which are capable of moving in a longitudinal direction on a rear side of a front face member, a load receiving plate which extends in a lateral direction on a rear side of the plurality of local input sensing rods, a popup member which extends in a lateral direction in a front part of a vehicle body, and a link mechanism which connects the popup member with the load receiving plate. The local input sensing rods move backward by local input in the lateral direction due to pedestrians or the like with respect to the front face member and push the load receiving plate backward. The link mechanism pushes the popup member out to a front side when the load receiving plate is pushed rearward.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a vehicle protection device. [Background technology]

[0002] Vehicles such as automobiles may collide with pedestrians, cyclists, and other on-the-road pedestrians. Patent Document 1 discloses a mechanism in which a front bumper, whose front side members are covered by a bumper cover, is provided with a load input portion of a movable member extending in the left-right direction and a hinge portion, and an input to the front bumper rotates the hinge portion to push the load support portion forward. Patent Document 1 then brings the front bumper and the load support portion into contact with a pedestrian or the like. Patent Document 1 claims that this makes it possible to increase the area that receives the load of a pedestrian or the like in the vertical direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-268826 [Patent Document 2] Japanese Patent Application Laid-Open No. 2007-320530 [Patent Document 3] Japanese Patent Application Laid-Open No. 2010-069970 [Patent Document 4] Japanese Patent Application Laid-Open No. 2009-234462 Summary of the Invention [Problem to be solved by the invention]

[0004] However, as in Patent Document 1, if a load input portion of a movable member extending in the left-right direction and a hinge portion are provided on the front bumper itself, behind the bumper cover, space is required for the load input portion to extend in the left-right direction. The hinge portion also rotates in the front-rear direction. A space is also required for the load input portion to move rearward as the hinge portion rotates. As a result, it is difficult to provide a bumper buffer member extending in the left-right direction of the vehicle body in front of the front side member. Without a bumper buffer member in front of the front side member, a pedestrian or other person colliding with the front bumper may be struck by the front side member itself through the bumper cover during a collision. Furthermore, if a bumper buffer member is not provided in front of the front side member extending in the left-right direction of the vehicle body, it would also be difficult to provide, for example, a collision detection sensor tube extending in the left-right direction to detect a frontal collision of the vehicle.

[0005] Furthermore, as in Patent Document 1, if the load input portion of the front bumper is extended in the left-right direction to utilize the impact of a pedestrian or the like against the front bumper as an input, the rearward movement of the load input portion is likely to be suppressed. For example, the input of a pedestrian or the like is locally input to the load input portion in a portion in the left-right direction. In this case, the load input portion extending in the left-right direction may bend and deform in the left-right direction. To suppress such deformation, the rigidity of the load input portion is increased. This makes it easy for the input to the pedestrian or the like to become large. Therefore, it is not necessarily desirable to increase the rigidity of the load input portion extending in the left-right direction. As a result, even if a strong impact of a pedestrian or the like is applied to the front bumper, the rearward movement of the load input portion is attenuated, and the load support portion is less likely to be pushed forward in response to the input to the vehicle body. In a front bumper, it is difficult to suppress localized input to pedestrians and the like while providing a load input portion of a movable member extending in the left-right direction on the front side of the front side member.

[0006] Furthermore, Patent Document 2 discloses using an actuator to protrude a grille and a lower bumper forward above and below a front bumper. Patent Documents 3 and 4 also use actuators. However, when an actuator is used to push a grille, a lower bumper, or the like forward, the grille, the lower bumper, or the like is pushed forward with the actuator's operating force. The actuator must momentarily and strongly push the grille, the lower bumper, or the like forward. As a result, excessive operating force from the actuator is likely to act directly on pedestrians and the like through the grille and the lower bumper being pushed forward. It is difficult to suppress excessive input to pedestrians and the like.

[0007] Thus, a vehicle protection device is required to prevent the input to a pedestrian or the like colliding with a vehicle from being localized and from becoming excessive. [Means for solving the problem]

[0008] A vehicle protection device according to one embodiment of the present invention comprises a plurality of local input sensing rods arranged in the left-right direction of the vehicle, the local input sensing rods extending in the fore-and-aft direction of the vehicle and being movable in the fore-and-aft direction of the vehicle at the rear of a front face member that constitutes the front of the vehicle body, a load receiving plate extending in the left-and-right direction of the vehicle body at the rear of the plurality of local input sensing rods, a pop-up member extending in the left-and-right direction of the vehicle body at the front of the vehicle body, and a link mechanism that connects the load receiving plate and the pop-up member, wherein the load receiving plate is pushed rearward by the moving local input sensing rods as at least one of the local input sensing rods moves rearward due to a local input in the left-and-right direction on the front face member, and the link mechanism pushes the pop-up member, which is arranged in the front of the vehicle body, forward in response to the load receiving plate being pushed rearward. [Effects of the Invention]

[0009] In the present invention, a plurality of local input sensing rods are arranged in the left-right direction of the vehicle body behind a front face member that constitutes the front of the vehicle body. The plurality of local input sensing rods extend in the front-rear direction of the vehicle and are provided so as to be movable in the front-rear direction of the vehicle. A load receiving plate is provided behind the plurality of local input sensing rods and extends in the left-right direction of the vehicle body and is connected to a pop-up member by a link mechanism. The load receiving plate can be pushed rearward by the plurality of local input sensing rods. The pop-up member extends in the left-right direction of the vehicle body at the front of the vehicle body. Therefore, when a pedestrian or other object strikes the front face member at the front of the vehicle body, the localized input causes a portion of the local input sensing rod to move rearward and push the load-receiving plate. When the load-receiving plate is pushed rearward, the pop-up member, which is connected to the load-receiving plate by a link mechanism, is pushed forward. The pop-up member extends in the left-right direction of the vehicle body at the front of the vehicle body, and when the entire pop-up member is pushed forward, it can be aligned vertically with the front face member, which also extends in the left-right direction of the vehicle body. As a result, after the pedestrian or other object first strikes the front face member, the pop-up member and the front face member strike each other, distributing the input from the vehicle body to at least two locations. This reduces the concentrated input of the pedestrian or other object at the contact point with the front face member. By distributing the input during a collision to at least two locations, it is expected that the occurrence of a strong localized input to the pedestrian or other object can be reduced. As a result, a pedestrian or the like who comes into contact with the bumper of the vehicle body is less likely to receive a strong force that would bend the area around the knees, which is the first contact point with the bumper.

[0010] Furthermore, as described above, the pedestrian protection mechanism of the present invention is mechanical. Therefore, excessive force acting on pedestrians, such as that exerted when a pop-up member is pushed out by an actuator, is unlikely to occur. The force exerted on pedestrians by the pop-up member can be balanced appropriately with the force exerted by the front face member. With the present invention, excessive force exerted on pedestrians, such as that exerted when a pop-up member is pushed out forcefully by an actuator, is unlikely to occur. Furthermore, when a pedestrian or other object collides with the vehicle body, the collision is generally localized in the lateral direction of the vehicle body. In the present invention, since multiple local input sensing rods are arranged in the lateral direction of the vehicle body, some of the local input sensing rods transmit the local input from the pedestrian or other object as a force to the load receiving plate, causing the load receiving plate to move rearward. In contrast, if the load receiving plate itself, extending in the lateral direction of the vehicle body, were located behind the front face member, the load receiving plate would likely attenuate the input from the pedestrian or other object due to lateral deformation of the vehicle body, reducing the amount of rearward movement. To prevent the load receiving plate from attenuating the input from the pedestrian or other object due to lateral deformation of the vehicle body, the load receiving plate needs to have high rigidity so that it does not distort in the lateral direction of the vehicle body. However, in this case, the pedestrian or other object would directly hit the highly rigid load receiving plate located behind the front face member. This makes it easier for a strong localized input to act on the contact area between the pedestrian or other object and the front face member. In the present invention, multiple local input sensing rods are arranged in the left-right direction of the vehicle body behind the front face member, which is expected to prevent a strong local input from acting on the contact area between the front face member and a pedestrian, etc. The local input sensing rods do not hit the pedestrian, etc. directly, but rather hit the pedestrian, etc. through the front face member. In this way, in the present invention, by pushing the pop-up member forward via the local input sensing rod in response to the input of a collision with a pedestrian, etc., the pedestrian, etc. colliding with the vehicle body can be supported at multiple points, and it is possible to make it difficult for a strong localized input to act on one part of the pedestrian, etc. In the present invention, the input to a pedestrian, etc. colliding with a vehicle can be made neither localized nor excessive. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic side view of an automobile to which the present invention can be applied. [Figure 2] FIG. 2 is an explanatory diagram of an example of the internal structure of the nose of the automobile of FIG. [Figure 3] FIG. 3 is an explanatory diagram showing a state in which an adult pedestrian is colliding with the front of the nose of the automobile of FIG. [Figure 4] FIG. 4 is an explanatory diagram of a vehicle protection device according to an embodiment of the present invention. [Figure 5] FIG. 5 is a view of the vehicle protection device of FIG. 4 as seen from above. [Figure 6] FIG. 6 is a perspective view of the nose of the automobile and the vehicle protection device from the left side. [Figure 7] FIG. 7 is an explanatory diagram showing a state in which the vehicle protection device of FIG. 5 is activated. [Figure 8] FIG. 8 is an explanatory diagram showing a state in which the nose of a car collides with an adult pedestrian in this embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] Fig. 1 is a schematic side view of an automobile 1 to which the present invention can be applied, and Fig. 1 also shows an adult pedestrian standing in the direction of travel of the automobile 1. 1 has a body 2 in which a passenger compartment is formed. A nose 3 is formed at the front of the body 2. In this case, the automobile 1 collides with an adult pedestrian in front of the nose 3 and in the direction of travel of the automobile 1. Other pedestrians may also be, for example, cyclists, kickboarders, etc. Pedestrians and others who collide with the automobile 1 may end up on the nose 3 of the automobile 1 or fall to the ground. In the following, front, back, left, right, up and down will be used with reference to the front of the vehicle.

[0014] Fig. 2 is an explanatory diagram of an example of the internal structure of the nose 3 of the automobile 1 of Fig. 1. Fig. 2 also shows an adult pedestrian standing in the direction of travel of the automobile 1.

[0015] The automobile 1 in FIG. 2 has, as frame members of the nose 3, left and right front side members 10, a radiator core support 12 having left and right columnar plate portions 16, and a bumper beam 13. The front side member 10 extends in the front-to-rear direction of the automobile 1 at the nose 3 of the automobile 1 .

[0016] The radiator core support 12 extends in the left-right direction of the automobile 1 in the nose 3 of the automobile 1. The radiator core support 12 may be fixed to the front surfaces of the left and right front side members 10. A radiator 15 is attached to the radiator core support 12. Furthermore, left and right upper side members 11 are attached to the upper ends of the left and right columnar plate portions 16 of the radiator core support 12. Left and right lower side members 17 are attached to the lower ends of the left and right columnar plate portions 16 of the radiator core support 12.

[0017] The bumper beam 13 extends in the left-right direction of the automobile 1 at the nose 3 of the automobile 1. The bumper beam 13 may be fixed to the front surfaces of the left and right front side members 10, sandwiching the radiator core support 12 therebetween. A bumper buffer member 14 extending in the left-right direction is attached to the front surface of the bumper beam 13 extending in the left-right direction. The bumper buffer member 14 may be made of a flexible resin material that absorbs the impact of a collision. However, even if the bumper beam 13 is made of a plate-shaped metal material, it is possible to obtain the flexibility to absorb the impact of a collision. The bumper beam 13 and the left and right front side members 10 form a frame-shaped skeletal structure of the nose 3 of the automobile 1. The radiator core support 12 extends in the left-right direction inside the frame-shaped skeletal structure and is supported by the frame-shaped skeletal structure.

[0018] 2 also has, as exterior members of the nose 3, a bonnet hood 20, a shock-absorbing upper member 21, a front face member 22, and an undercover member 24.

[0019] The bonnet hood 20 forms the upper exposed surface of the nose 3 of the automobile 1. The bonnet hood 20 may basically be formed by processing a flat steel plate into a curved shape that corresponds to the design of the vehicle body 2. The bonnet hood 20 is provided so as to be openable and closable relative to a surface formed by the left and right upper side members 11 and the radiator core support 12.

[0020] The front face member 22 forms the front surface of the nose 3 of the body 2 of the automobile 1. The front face member 22 may be made of a flexible resin material and formed in a flat shape that basically corresponds to the vertical and horizontal width of the front surface of the nose 3, but as shown in the figure, it may be processed into an uneven shape according to the design of the body 2. A bumper-shaped portion 25 that protrudes forward is provided at approximately the center of the front face member 22 in the vertical direction. The bumper-shaped portion 25 extends in the left-right direction of the body 2. The bumper-shaped portion 25, together with the bumper buffer member 14 and bumper beam 13 arranged behind it, functions as a bumper that protrudes forward on the front surface of the automobile 1. The bumper of the automobile 1 is basically provided for the purpose of absorbing the impact when two vehicles collide. Furthermore, the front face member 22 is formed with air intakes 26 extending in the left-right direction above and below the bumper-shaped portion 25 . An air dam forming portion 23 extending in the left-right direction is formed at the lower end portion of the front face member 22. A lower air intake 26 is formed between the air dam forming portion 23 and a bumper-shaped portion 25 above it. The air dam forming portion 23 is formed on the front face member 22 so as to be separated from the bumper-shaped portion 25 in the up-down direction. The lower edge portion of the air dam forming portion 23, i.e., the lower edge portion of the front face member 22, extends rearward and overlaps with an under-cover member 24 provided on the underside of the automobile 1, and may be fastened to the under-cover member 24 by a clip member.

[0021] The buffer upper member 21 is provided between the front upper edge of the nose 3 of the vehicle body 2 and the bonnet hood 20, extending in the left-right direction of the vehicle body 2, to protect pedestrians who fall against the front part of the vehicle body 2. The buffer upper member 21 may be attached to a surface formed by the left and right upper side members 11 and the radiator core support 12, at the front upper edge of the nose 3 of the vehicle body 2. The buffer upper member 21 may be formed using a flexible resin material in a shape that extends in the left-right direction so as to span between the left and right upper side members 11. The buffer upper member 21 may be fastened to the left and right upper side members 11 and the radiator core support 12 by clip members. 2, a portion of the buffer upper member 21 is exposed from between the bonnet hood 20 and the upper front edge of the nose 3 of the vehicle body 2, which is defined by the front face member 22. Alternatively, for example, the buffer upper member 21 may be entirely covered by the bonnet hood 20 and stored under the bonnet hood 20.

[0022] Incidentally, when such an automobile 1 collides with a pedestrian or the like in front of the nose 3 of the vehicle body 2, the pedestrian or the like first hits the bumper-shaped portion 25 that protrudes forward most from the nose 3 of the vehicle body 2, as shown in FIG. 2. A bumper buffer member 14 and a bumper beam 13 are provided behind the bumper-shaped portion 25. The automobile 1 is able to absorb a certain amount of impact as the front face member 22 having the bumper-shaped portion 25 deforms, and then the bumper buffer member 14 deforms as well.

[0023] FIG. 3 is an explanatory diagram showing a state in which an adult pedestrian has collided with the front of the nose 3 of the automobile 1 of FIG. As shown in FIG. 3, the automobile 1 may locally hit the lower legs of a pedestrian or the like, particularly the knees and surrounding areas, at a bumper-shaped portion 25 of the bumper that protrudes most forward at the nose 3 of the vehicle body 2 .

[0024] In this case, the pedestrian or the like may be subjected to a concentrated input that bends the knees. Even if the collision between the pedestrian or the like and the vehicle body 2 is minor, there is a possibility that localized strain will be placed on the body of the pedestrian or the like. In particular, when the front surface of the nose 3 of the body 2 of the automobile 1 is formed by the front face member 22, the upper and lower portions of the bumper-shaped portion 25 of the front face member 22 may be deformed rearward due to the load of a pedestrian or the like that comes into contact with them, as shown in Fig. 3. When such deformation occurs, the knees of the pedestrian or the like may be prone to continuous input that bends the knees. Continuous input may result in excessive input to the knees of the pedestrian or the like. In this way, the vehicle protection device is required to prevent the input to a pedestrian or the like colliding with the automobile 1 from being localized and from becoming excessive.

[0025] Furthermore, after colliding with the automobile 1, the pedestrian or other person may fall onto the road surface due to the impact, as shown in Figure 1. The pedestrian or other person who falls onto the road surface may end up under the nose 3 of the automobile 1 as it moves forward after the collision. In this embodiment, a vehicle protection device for overcoming these problems will be disclosed.

[0026] 4 is an explanatory diagram of the vehicle protection device 30 according to the embodiment of the present invention, as viewed from the front side. Fig. 5 is a view of the vehicle protection device 30 of Fig. 4 as seen from above. In Fig. 5, the structure of the vehicle body 2 is shown in a schematic manner, showing the main parts. FIG. 6 is a perspective view of the nose 3 of the motor vehicle 1 and the vehicle protection device 30 as seen from the left side. The vehicle protection device 30 of this embodiment includes a plurality of local input sensing rods 32, a load receiving plate 33, an upper link mechanism 40, an upper pop-up member , a lower link mechanism 50, and a lower pop-up member .

[0027] The local input sensing rod 32 may be made of, for example, a flexible resin material and have a generally cylindrical shape. Here, the bumper buffer member 14 is formed with a plurality of rod holes 31 extending in the front-rear direction of the vehicle body 2 and arranged in the left-right direction of the vehicle body 2. Furthermore, the bumper beam 13 is formed with a plurality of through holes at positions corresponding to the plurality of rod holes 31. The plurality of local input sensing rods 32 are provided on the vehicle body 2 with their respective front end portions inserted into the rod holes 31. The plurality of local input sensing rods 32 are provided on the vehicle body 2 arranged in the left-right direction. The front end portions of the plurality of local input sensing rods 32 inserted into the rod holes 31 protrude forward from the bumper beam 13, which is the foremost structural member of the vehicle body 2. The rear end portions of the plurality of local input sensing rods 32 protrude rearward from the bumper beam 13. In this way, the local input sensing rod 32 extends in the front-to-rear direction behind the front face member 22. The multiple local input sensing rods 32 are provided on the vehicle body 2 so as to be able to move individually in the front-to-rear direction of the automobile 1 in response to inputs such as a collision with a pedestrian or the like that may occur locally in the left-to-right direction of the vehicle body 2. The local input sensing rods 32 can move in the front-to-rear direction in response to small inputs. The bumper buffer member 14 is also provided with a plurality of rod holes 31 extending in the longitudinal direction of the vehicle body 2, as well as a collision detection sensor tube 60. The collision detection sensor tube 60 is provided in the bumper buffer member 14 so as to extend in the lateral direction of the vehicle body 2 in order to detect a frontal collision of the vehicle body 2 with another vehicle 1. The plurality of rod holes 31 are formed in the bumper buffer member 14 so as not to overlap with the collision detection sensor tube 60 in the longitudinal direction. If the rod hole 31 is formed behind the collision detection sensor tube 60, deformation of the collision detection sensor tube 60 due to bending of the bumper buffer member 14 during a frontal collision may affect the collision detection sensor tube 60 and its detection performance. In this embodiment, to prevent such an occurrence and allow the plurality of rod holes 31 and the collision detection sensor tube 60 to coexist, the plurality of rod holes 31 and the collision detection sensor tube 60 are provided vertically offset in the bumper buffer member 14.

[0028] The load-receiving plate 33 may be formed of a steel plate having a substantially rectangular plate shape extending in the left-right direction of the vehicle body 2. The load-receiving plate 33 is provided on the rear side of the bumper beam 13 so as to be located on the rear side of the multiple local input sensing rods 32. Such a load-receiving plate 33 is located between the left and right columnar plate portions 16 of the radiator core support 12. The load receiving plate 33 may be connected to the rear ends of the multiple local input sensing rods 32 .

[0029] The upper pop-up member 34 may be, for example, a steel plate extending in the left-right direction of the vehicle body 2. The upper pop-up member 34 is disposed on the back side of the buffer upper member 21. The upper pop-up member 34 may be attached to the back side of the buffer upper member 21 made of flexible resin.

[0030] The upper link mechanism 40 connects the load-receiving plate 33 and the upper pop-up member 34 together. The upper link mechanism 40 has a pair of left and right first upper link rods 41 , a pair of left and right second upper link rods 42 , a pair of left and right upper slide members 44 , and a pair of left and right upper slide holes 43 . The first upper link rod 41 is made of steel and formed into a generally cylindrical shape. One end of the first upper link rod 41 is connected to the load receiving plate 33, and the other end is connected to the upper slide member 44. The second upper link rod 42 is made of steel and formed into a generally cylindrical shape. One end of the second upper link rod 42 is connected to the upper pop-up member 34, and the other end is connected to the upper slide member 44. A pair of left and right upper slide holes 43 are formed in the left and right columnar plate portions 16 of the radiator core support 12. The upper slide holes 43 may be elongated holes that are inclined upward toward the front so that the upper end is located further forward than the lower end. The upper slide member 44 is attached to the upper slide hole 43 so as to be movable in the longitudinal direction of the upper slide hole 43 . As a result, the left and right ends of the load receiving plate 33 which is long in the left-right direction and the left and right ends of the upper pop-up member 34 which is long in the left-right direction are connected by the left and right upper link mechanisms 40. When the load receiving plate 33 is pushed rearward, the first upper link rod 41 moves the upper slide member 44 in the longitudinal direction of the upper slide hole 43. The upper slide member 44 moving in the longitudinal direction of the upper slide hole 43 pushes up the second upper link rod 42. The second upper link rod 42 pushes the upper pop-up member 34 in the front-up direction. 6, the second upper link rod 42 is approximately twice as long as the first upper link rod 41. By making the second upper link rod 42 longer than the first upper link rod 41 in this way, the upper pop-up member 34 can be pushed forward by a large amount in response to a small amount of rearward movement of the load receiving plate 33.

[0031] The lower pop-up member 35 may be, for example, a steel plate extending in the left-right direction of the vehicle body 2. The lower pop-up member 35 is disposed on the rear side of the air dam forming portion 23. The lower pop-up member 35 may also be adhered to the rear surface of the air dam forming portion 23.

[0032] The lower link mechanism 50 connects the load-receiving plate 33 and the lower pop-up member 35 together. The lower link mechanism 50 has a pair of left and right first lower link rods 51 , a pair of left and right second lower link rods 52 , a pair of left and right lower slide members 54 , and a pair of left and right lower slide holes 53 . First lower link rod 51 is made of steel and formed into a generally cylindrical shape. One end of first lower link rod 51 is connected to load-receiving plate 33, and the other end is connected to lower slide member 54. Second lower link rod 52 is made of steel and formed into a generally cylindrical shape. One end of second lower link rod 52 is connected to lower pop-up member 35, and the other end is connected to lower slide member 54. The pair of left and right lower slide holes 53 are formed below the pair of left and right upper slide holes 43 in the left and right columnar plate portions 16 of the radiator core support 12 of the automobile 1. The lower slide holes 53 may be elongated holes that are inclined downward toward the front so that the upper end is located rearward of the lower end. The lower slide member 54 is attached to the lower slide hole 53 formed as an elongated hole so as to be movable in the longitudinal direction of the lower slide hole 53. As a result, the left and right ends of the load-receiving plate 33 that is long in the left-right direction and the left and right ends of the lower pop-up member 35 that is also long in the left-right direction are connected by the left and right lower link mechanisms 50. When the load receiving plate 33 is pushed rearward, the first lower link rod 51 moves the lower slide member 54 in the longitudinal direction of the lower slide hole 53. The lower slide member 54, which moves in the longitudinal direction of the lower slide hole 53, pushes down the second lower link rod 52. The second lower link rod 52 pushes the lower pop-up member 35 forward and downward. 6, second lower link rod 52 is approximately twice as long as first lower link rod 51. By making second lower link rod 52 longer than first lower link rod 51 in this way, lower pop-up member 35 can be pushed forward by a large amount in response to a small amount of rearward movement of load-receiving plate 33.

[0033] In this way, the vehicle protection device 30 of this embodiment can push the upper pop-up member 34 and the lower pop-up member 35 forward using a mechanical link mechanism in accordance with the load of a pedestrian or the like.

[0034] Fig. 7 is an explanatory diagram showing a state in which the vehicle protection device 30 of Fig. 5 is activated. Fig. 7 shows the nose 3 of the automobile 1 and the vehicle protection device 30 as viewed from the left side. In Figure 7, the bumper-shaped portion 25 of the front face member 22 is pushed rearward by a local load from a pedestrian or the like (not shown). The bumper buffer member 14 is crushed in the front-to-rear direction. The local input sensing rod 32 has moved rearward from its position in Figure 6. The load-receiving plate 33 has also moved rearward.

[0035] The upper link mechanism 40 pushes the upper pop-up member 34 upward and forward in response to the rearward movement of the load-receiving plate 33. As a result, the upper pop-up member 34 and the buffer upper member 21 protrude upward and forward from the position shown in Figure 6. The buffer upper member 21 is no longer secured to the left and right upper side members 11 and the radiator core support 12 by the clip members, and protrudes upward and forward from the position shown in Figure 6. As the load-receiving plate 33 moves rearward, the lower link mechanism 50 pushes the lower pop-up member 35 upward and forward. As a result, the lower pop-up member 35 and the air dam defining portion 23 protrude downward and forward from the position shown in Figure 6. The air dam defining portion 23 is no longer fastened to the under-cover member 24 by the clip member, and protrudes downward and forward from the position shown in Figure 6. As a result, the buffer upper member 21 and the air dam forming portion 23 protrude so as to be aligned substantially flush in the vertical direction with the bumper-shaped portion 25 of the front face member 22 that has been pushed rearward. Additionally, the buffer upper member 21 and the air dam forming portion 23 extend upward and downward relative to the bumper-shaped portion 25 of the front face member 22 and protrude.

[0036] FIG. 8 is an explanatory diagram showing a state in which the nose 3 of the automobile 1 collides with an adult pedestrian in this embodiment. 8, the knees and surrounding areas of an adult pedestrian come into contact with the bumper-shaped portion 25 of the front face member 22, causing the bumper buffer member 14 to collapse in the front-to-rear direction. In response, the vehicle protection device 30 operates in the same manner as in FIG.

[0037] The buffer upper member 21 and the air dam forming portion 23 protrude so as to be aligned approximately flush in the vertical direction with the bumper-shaped portion 25 of the front face member 22. As a result, the area below the knees of an adult pedestrian is pressed against and supported by the air dam forming portion 23. In addition, the waist of the adult pedestrian is pressed against and supported by the buffer upper member 21. As a result, an adult walker is supported at three points: the knees, hips, and lower legs. Because force is transmitted mechanically, the inputs from the three points to an adult walker are balanced, making it difficult for the input from any one point to be excessively large compared to the rest. In addition, because the three points are spaced apart in the vertical direction as shown in Figure 3, a localized input that would cause the knees of an adult pedestrian to bend as shown in Figure 3 is not applied to the adult pedestrian. In addition, localized and excessive input is less likely to be applied to the knees and surrounding areas of the adult pedestrian. Furthermore, in this embodiment, it is expected that the effect of supporting the body of a child pedestrian or the like at three points can also be expected.

[0038] As described above, in this embodiment, a plurality of local input sensing rods 32 arranged in the left-right direction of the vehicle body 2 are provided behind the front face member 22 that constitutes the front surface of the vehicle body 2 of the automobile 1. These plurality of local input sensing rods 32 extend in the front-rear direction of the vehicle 1 and are provided so as to be movable in the front-rear direction of the vehicle 1. Behind the plurality of local input sensing rods 32, a load receiving plate 33 that is connected to the pop-up member by a link mechanism is provided so as to extend in the left-right direction of the vehicle body 2. The load receiving plate 33 can be pushed rearward by the plurality of local input sensing rods 32. The pop-up member extends in the left-right direction of the vehicle body 2 at the front of the vehicle body 2. Therefore, when a pedestrian or the like strikes the front face member 22 at the front of the vehicle body 2 of the automobile 1, the local input causes some of the local input sensing rods 32 to move rearward and push the load receiving plate 33. When the load receiving plate 33 is pushed rearward, the pop-up member connected to the load receiving plate 33 by a link mechanism is pushed forward. The pop-up member extends in the left-right direction of the vehicle body 2 at the front of the vehicle body 2, and by being pushed forward in its entirety, it can be aligned vertically with the front face member 22 extending in the left-right direction of the vehicle body 2. As a result, after the pedestrian or the like first strikes the front face member 22, they will strike the pop-up member along with the front face member 22. The input from the vehicle body 2 to the pedestrian or the like is distributed to three locations. This can reduce concentrated input to the contact area of ​​the pedestrian or the like with the front face member 22. By distributing the input during a collision to three locations, it is expected that continuous, localized, strong inputs to the pedestrian or the like can be reduced.

[0039] In particular, in this embodiment, the multiple local input sensing rods 32 are provided with their front end portions inserted into multiple rod holes 31 arranged in the left-right direction of the vehicle body 2 in the bumper buffer member 14, which, together with the front face member 22, constitutes a bumper. As a result, the front end portions are provided behind the front face member 22 with their front ends protruding forward from the bumper beam 13, which is the foremost structural member of the vehicle body 2. As a result, when a local input from a pedestrian or the like is applied to the front face member 22, the multiple local input sensing rods 32 can quickly begin moving rearward in response to the input, even if the input causes only a localized and insignificant deformation of the bumper. The pop-up member can be pushed forward by an initial input that does not cause a localized and insignificant deformation of the bumper. In this embodiment, a pedestrian or the like colliding with the vehicle body 2 can be supported in a distributed manner at three locations early in the initial stage of a collision. As a result, a pedestrian or the like who comes into contact with the bumper of the vehicle body 2 is less likely to have a strong force continuously applied to the area around the knees, which is the initial contact point with the bumper, such that the knees would bend.

[0040] Moreover, the vehicle protection device 30 of this embodiment is mechanical, as described above. Therefore, excessive input to pedestrians, etc., as would occur if the pop-up member were pushed out by an actuator, etc., is unlikely to be applied to pedestrians, etc. The input to pedestrians, etc., from the pop-up member can be kept to a minimum necessary to balance with the input from the front face member 22. In this embodiment, excessive input to pedestrians, etc., as would occur if the pop-up member were forcefully pushed out by an actuator, etc., is unlikely to be applied to pedestrians, etc. Furthermore, when a pedestrian or the like collides with the body 2 of the automobile 1, the collision is localized in the left-right direction of the body 2. In this embodiment, because multiple local input sensing rods 32 are arranged in the left-right direction of the body 2, some of the local input sensing rods 32 transmit the input of the pedestrian or the like as a direct force to the load receiving plate 33, causing the load receiving plate 33 to move rearward. In contrast, if the load receiving plate 33, which extends in the left-right direction of the body 2, were located behind the front face member 22, the load receiving plate 33 would likely attenuate the input of the pedestrian or the like due to deformation in the left-right direction of the body 2, thereby reducing rearward movement. To prevent such attenuation of the input of the pedestrian or the like due to deformation in the left-right direction of the body 2, the load receiving plate 33 would need to have high rigidity so as not to be distorted in the left-right direction of the body 2. In this case, the pedestrian or the like would directly hit the high-rigidity load receiving plate 33 located behind the front face member 22. A strong localized input is likely to occur at the contact portion of a pedestrian or the like with the front face member 22. In this embodiment, it is expected that such a strong localized input will be prevented from acting on the pedestrian or the like.

[0041] In this embodiment, the link mechanism includes first link rods 41, 51, one end of which is connected to the load-receiving plate 33; second link rods 42, 52, one end of which is connected to the pop-up member; and slide members 44, 54, each of which is movable relative to the slide holes 43, 53 in the longitudinal direction of the slide holes 43, 53. The slide holes 43, 53 are formed such that their upper ends are closer to the front than their lower ends in the vehicle 1. When the load-receiving plate 33 is pushed rearward, the first link rods 41, 51 move the slide members 44, 54 in the longitudinal direction of the slide holes 43, 53. Furthermore, the slide members 44, 54 moving in the longitudinal direction of the slide holes 43, 53 cause the second link rods 42, 52 to push the pop-up member forward. In particular, by making the second link rods 42, 52 longer than the first link rods 41, 51, as in this embodiment, the pop-up member can be pushed forward significantly. The pop-up member can be pushed forward so as to be aligned vertically with the front face member 22, which is pushed rearward by a localized input. With the pop-up member and front face member 22 aligned vertically, the two contact points with a pedestrian or the like are aligned substantially vertically. This makes it difficult for a force that would bend the pedestrian or the like to act between the ground contact surface and the two contact points.

[0042] In this embodiment, the bumper buffer member 14, which extends in the left-right direction of the vehicle body 2 behind the front face member 22, is provided with a plurality of rod holes 31 extending in the front-rear direction of the vehicle body 2, as well as a collision detection sensor tube 60 extending in the left-right direction of the vehicle body 2. In this case, the plurality of rod holes 31 and the collision detection sensor tube 60 can be spaced apart vertically in the bumper buffer member 14 so as not to interfere with each other. Therefore, in this embodiment, a vehicle protection device 30 can be realized in which a plurality of local input sensing rods 32 are provided in the bumper without impairing the performance of the collision detection sensor tube 60 in the bumper to detect a frontal collision of the vehicle body 2. In this embodiment, both the frontal collision detection performance and the vehicle protection device 30 can be highly compatible.

[0043] In this embodiment, two sets of pop-up members and link mechanisms are provided, one above the other. Specifically, the pop-up members are made up of an upper pop-up member 34 arranged behind the buffer upper member 21, and a lower pop-up member 35 arranged behind the air dam forming portion 23. The link mechanism is made up of an upper link mechanism 40 that connects the load-receiving plate 33 and the upper pop-up member 34, and a lower link mechanism 50 that connects the load-receiving plate 33 and the lower pop-up member 35. As a result, in this embodiment, three points of contact can be provided for pedestrians and the like: the upper pop-up member 34, the front face member 22, and the lower pop-up member 35. Moreover, in this embodiment, the upper link mechanism 40, together with the upper pop-up member 34 provided at the front of the vehicle body 2, pushes the buffer upper member 21 in a forward and upward direction in response to the rearward movement of the load-receiving plate 33. Furthermore, the lower link mechanism 50, together with the lower pop-up member 35 provided at the front of the vehicle body 2, pushes the air dam forming portion 23 in a forward and downward direction in response to the rearward movement of the load-receiving plate 33. As a result, in this embodiment, the buffer upper member 21 and the air dam forming portion 23, which are pushed forward toward the front side of the vehicle body 2, protrude upward and downward from the front face member 22. As a result, the vertical distance from the protruding upper buffer upper member 21 to the protruding lower air dam forming portion 23 is increased. The three contact points with a pedestrian or the like are spread out in the vertical direction, further reducing the likelihood of localized impact on the pedestrian or the like. The body of a pedestrian or the like colliding with the vehicle body 2 is less likely to bend. The automobile 1 is less likely to apply a strong localized input to a pedestrian or the like that it collides with. Furthermore, the lower pop-up member 35 extends and protrudes below the front face member 22. This makes it less likely that a person who is collided with the automobile 1 and falls will end up under the vehicle body 2. Furthermore, in this embodiment, the upper link mechanism 40 and the lower link mechanism 50 do not come into direct contact with a pedestrian or the like. The parts that are pushed forward and come into direct contact with a pedestrian or the like are the buffer upper member 21 and the air dam forming portion 23. In this way, the parts that come into direct contact with a pedestrian or the like are made of the same flexibility as the front face member 22, and the impact can be absorbed by the deformation of these flexible members. The input at each contact point of a pedestrian or the like that collides with the automobile 1 can be mitigated compared to when a rigid body directly hits them. Strong input is less likely to act on each contact point of the pedestrian or the like. As a result, in this embodiment, it is expected that the entire lower body of an adult pedestrian or the like will be pushed in a planar manner.

[0044] In this way, the present invention can support a pedestrian or the like who collides with the body 2 of the automobile 1 at three points, making it difficult for a strong localized input to occur on one part of the pedestrian or the like. The present invention can make it difficult for the input to a pedestrian or the like who collides with the automobile 1 to be localized and excessive.

[0045] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible within the scope that does not deviate from the gist of the invention.

[0046] In the above-described embodiment, in the event of a collision with a pedestrian or the like, the automobile 1 comes into contact with and supports the pedestrian or the like at three points: the front face member 22, the cushioning upper member 21, and the air dam forming portion 23. Alternatively, for example, in the event of a frontal collision, automobile 1 may come into contact with and support a pedestrian or the like at two locations, or may come into contact with and support a pedestrian or the like at four or more locations. However, the more contact points there are with pedestrians, etc., the more the input to pedestrians, etc. can be dispersed. In particular, by increasing the number of contact points with pedestrians, etc. above and below the bumper, so that there are three or more contact points with pedestrians, etc., it is expected that the effect of supporting the body of the pedestrian, etc. across the entire surface will be such that the body of the pedestrian, etc. will be less likely to bend along the front of the nose 3 of the vehicle body 2. [Explanation of symbols]

[0047] 1...automobile (vehicle), 2...vehicle body, 3...nose, 10...front side member, 11...upper side member, 12...radiator core support, 13...bumper beam, 14...bumper buffer member, 15...radiator, 16...pillar plate portion, 17...lower side member, 20...bonnet hood, 21...buffer upper member, 22...front face member, 23...air dam forming portion, 24...undercover member, 25...bumper shape portion, 26...air intake, 30...vehicle protection device, 31...ro head hole, 32...local input sensing rod, 33...load receiving plate, 34...upper pop-up member, 35...lower pop-up member, 40...upper link mechanism, 41...first upper link rod, 42...second upper link rod, 43...upper slide hole, 44...upper slide member, 50...lower link mechanism, 51...first lower link rod, 52...second lower link rod, 53...lower slide hole, 54...lower slide member, 60...collision detection sensor tube

Claims

1. a plurality of local input sensing rods extending in a front-rear direction of the vehicle and arranged to be movable in the front-rear direction of the vehicle at a rear side of a front face member that constitutes a front surface of the vehicle body, and arranged in a left-right direction of the vehicle body; a load receiving plate extending in the left-right direction of the vehicle body behind the plurality of local input sensing rods; a pop-up member extending in the left-right direction of the vehicle body at a front portion of the vehicle body; a link mechanism that connects the load-receiving plate and the pop-up member; and the load-receiving plate is pushed rearward by the moving local input sensing rod as a result of at least one of the local input sensing rods moving rearward due to a local input in the left-right direction applied to the front face member; The link mechanism pushes the pop-up member provided at the front portion of the vehicle body forward in response to the load-receiving plate being pushed rearward. Vehicle protection devices.

2. The link mechanism includes: a first link rod having one end connected to the load-receiving plate; a second link rod having one end connected to the pop-up member; a slide member that is movable in a longitudinal direction of a slide hole that is formed in the vehicle so that an upper end thereof is located forward of a lower end thereof, the other end of the first link rod and the other end of the second link rod are connected to the slide member, In response to the load receiving plate being pushed rearward, the first link rod moves the slide member in the longitudinal direction of the slide hole, When the slide member moves in the longitudinal direction of the slide hole, the second link rod pushes the pop-up member forward.

2. The vehicle protection device according to claim 1.

3. a bumper buffer member that extends in the left-right direction of the vehicle body together with the front face member to form a bumper has a plurality of rod holes that extend in the front-rear direction of the vehicle body and are arranged in the left-right direction of the vehicle body; front end portions of the plurality of local input sensing rods are inserted into the rod holes and are provided on the rear side of the front face member in a state where the rods protrude forward from a foremost structural member of the vehicle body; 3. The vehicle protection device according to claim 2.

4. The bumper cushioning member extending in the left-right direction of the vehicle body has A plurality of rod holes extending in the front-rear direction of the vehicle body, a collision detection sensor tube extending in the left-right direction of the vehicle body is provided to detect a frontal collision of the vehicle body; 4. The vehicle protection device according to claim 3.

5. The vehicle is a buffer upper member extending in the left-right direction of the vehicle body between a front upper edge of the nose of the vehicle body and a bonnet hood; an air dam forming portion extending in the left-right direction of the vehicle body at a lower edge portion of the front face member, The pop-up member may be: an upper pop-up member disposed on the rear side of the shock absorbing upper member; and a lower pop-up member disposed on the rear side of the air dam forming portion, The link mechanism includes: an upper link mechanism that connects the load-receiving plate and the upper pop-up member; and a lower link mechanism that connects the load-receiving plate and the lower pop-up member, the upper link mechanism pushes the buffer upper member in a front-upward direction together with the upper pop-up member provided at the front portion of the vehicle body in response to rearward movement of the load-receiving plate; the lower link mechanism pushes the air dam forming portion in a front-down direction together with the lower pop-up member provided at the front portion of the vehicle body in response to rearward movement of the load-receiving plate, The buffer upper member and the air dam forming portion, which are pushed out toward the front side of the vehicle body, extend upward and downward from the front face member and protrude.

5. A vehicle protection device according to any one of claims 1 to 4.

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