Vehicles with pedestrian protection features

Abstract

It mitigates the secondary impact on pedestrians from contact with the road surface after a collision with the vehicle body. [Solution] A vehicle with a pedestrian protection function includes a fixing member that fixes the front fender to the upper frame, a release push mechanism that applies an outward force in the vehicle width direction to the front fender to release the fixing by the fixing member, a lifting mechanism that lifts the rear side of the front fender, a sensor that predicts or detects a collision between the vehicle and a pedestrian, and a control unit. The control unit activates the release push mechanism and the lifting mechanism when a collision is predicted or detected by the sensor. The front fender opens outward in the vehicle width direction with its rear side lifted.

Description

Technical Field

[0001] This application mainly discloses a vehicle having a pedestrian protection function.

Background Art

[0002] In vehicles, there are some that deploy a pedestrian airbag on the hood for pedestrian protection. When a pedestrian collides with the vehicle body, the impact can be mitigated by the pedestrian airbag deployed on the hood. However, even when a pedestrian airbag is deployed on the hood, it does not always guarantee good protection for pedestrians. For example, a pedestrian may fall off the hood or the pedestrian airbag and onto the left or right side of the vehicle body and then onto the road surface. A secondary impact due to falling onto the road surface may act on the pedestrian. In particular, when a vehicle collides with a pedestrian while making a left or right turn at an intersection, etc., it is considered possible for the pedestrian to fall off the hood and onto the road surface.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] Patent Document 1 discloses opening the entire front fender outward in the vehicle width direction of the vehicle body. Patent Document 2 discloses lifting the entire front fender above the hood. Patent Document 3 discloses lifting the entire upper part of the front fender together with the hood upward. Patent documents 1 to 3 each describe the operation of a front fender that is believed to prevent pedestrians from falling off the hood to the left or right side of the vehicle.

[0005] However, pedestrians may be thrown back up after falling onto the hood or pedestrian airbag due to the force of the fall and the movement of the vehicle. Therefore, even if the measures disclosed in each of the Patent Documents 1 to 3 are taken, it is difficult to say that the occurrence of a pedestrian being thrown up and falling off the hood can be completely eliminated. Furthermore, a pedestrian who is bounced up on the hood may have their upper body and head lowered by the force of the bounce, and could fall to the ground from the height they were bounced at. If a pedestrian falls to the ground from the height they were bounced at while in a lowered upper body and head position, they may experience a strong secondary impact from the ground.

[0006] Furthermore, pedestrians may be struck by the front corner of a vehicle, for example, while it is turning left or right. In such a collision, the pedestrian's waist and upper body may be thrown around. Furthermore, a pedestrian who collides with the front corner of a vehicle turning left or right may then be struck by the front fender on the side of the vehicle, potentially being thrown to the ground with considerable force. A pedestrian who is thrown over forcefully while spinning in this manner may experience a strong secondary impact from the road surface.

[0007] Thus, vehicles are required to mitigate secondary impacts on the road surface for pedestrians who fall or collapse onto the road after a collision with the vehicle. [Means for solving the problem]

[0008] A vehicle having a pedestrian protection function according to one embodiment of the present invention includes: a front fender located on the side of the vehicle's hood and provided on the side of the vehicle body; an upper frame of the vehicle body provided along the longitudinal direction of the vehicle body on the inner side of the upper edge of the front fender; a fixing member that fixes the front fender to the upper frame; a release extrusion mechanism that applies an outward force in the vehicle width direction to the front fender to release the fixing by the fixing member; a lifting mechanism that lifts the rear side of the front fender; a sensor that predicts or detects a collision between the vehicle and a pedestrian; and a control unit to which the sensor is connected. The control unit, when the sensor predicts or detects a collision between a pedestrian and the vehicle body, activates the release extrusion mechanism and the lifting mechanism to cause the front fender to open outward in the vehicle width direction in a rearward-up position with the rear side of the front fender lifted. [Effects of the Invention]

[0009] In one embodiment of the present invention, the front fender of the vehicle is fixed by a fixing member to the upper frame of the vehicle body, which is provided along the longitudinal direction of the vehicle body on the inner side of the upper edge of the front fender. The control unit then activates the release-extrusion mechanism and the lifting mechanism to protect the pedestrian when a collision between the pedestrian and the vehicle is predicted or detected by the sensors. When the release-extrusion mechanism is activated, the fixing members between the front fender and the upper frame are released. As a result, the front fender is released from its fixing to the upper frame and opens outward to the rear due to the operation of the release-extrusion mechanism. Because the front fender opens outward in the vehicle width direction on the left or right side of the hood, a pedestrian who has fallen onto the hood is less likely to fall off to the left or right side of the vehicle. Furthermore, the lifting mechanism lifts the rear of the front fender. Even if a pedestrian who has fallen onto the hood were to fall off to the left or right side of the vehicle through the rearward-opening front fender, the rearward-upward position of the front fender would allow the pedestrian's head and upper body to fall off later than their lower limbs and waist. As a result, a pedestrian attempting to fall off to the left or right of the vehicle over the rearward-opening front fender would be more likely to fall onto the road with their lower limbs first, even if their upper body and head are facing downwards due to bouncing up on the hood. A pedestrian attempting to fall off to the left or right of the vehicle would be more likely to fall onto the road with their lower limbs first, and less likely to fall onto the road with their upper body and head facing downwards. Furthermore, even if a pedestrian collides with the front corner of the vehicle and then comes into contact with the front fender, the front fender is not fixed to the vehicle's upper frame and is in an outward-facing position, making it less likely for the pedestrian to be forcefully pushed down by the front fender. The rearward-opening front fender is more flexible under the weight of the pedestrian, and this flexibility can absorb the impact. As a result, even if the pedestrian collides with the front corner of the vehicle, rotates, and then comes into contact with the front fender, it is less likely for them to be forcefully pushed down onto the road while rotating. Thus, in one embodiment of the present invention, it is expected that the impact that may act on pedestrians due to secondary impacts with the road surface after a collision with a vehicle can be mitigated. [Brief explanation of the drawing]

[0010] [Figure 1] This is an explanatory diagram of the first type of collision between a vehicle and a pedestrian. [Figure 2] Figure 1 is an explanatory diagram illustrating the second and third collision scenarios between a vehicle and a pedestrian. [Figure 3] Figure 2 shows the configuration of the secondary impact on the pedestrian in the second collision mode. [Figure 4] This is a schematic side view of the right front portion of the vehicle body of a vehicle according to an embodiment of the present invention. [Figure 5] Figure 4 is a schematic diagram illustrating the vehicle with the right front fender removed from the right front section of the vehicle body. [Figure 6] It is an exploded cross-sectional view of a front rib provided on the upper part of a front fender and an upper stay of an upper frame which is a skeleton member of a vehicle body. [Figure 7] It is an explanatory view of the fixed state of the front rib and the upper stay in FIG. 6. [Figure 8] It is an exploded cross-sectional view of a lower locking member provided on the rear part of a front fender and a receiving member provided on the lower part of an A pillar which is a skeleton member of a vehicle body. [Figure 9] It is an explanatory view of the fixed state of the lower locking member and the receiving member in FIG. [Figure 10] It is a configuration diagram of an example of a pedestrian protection device for a vehicle according to an embodiment of the present invention. [Figure 11] It is an exploded view of a release extrusion mechanism of a pedestrian protection device and a rear rib provided on the upper part of a front fender. [Figure 12] It is an explanatory view of the fixed state of the extrusion plate and the rear rib of the pedestrian protection device in FIG. 11. [Figure 13] It is an explanatory view of a state where the shaft member rotates and the extrusion plate and the rear rib of the pedestrian protection device are separated. [Figure 14] It is an explanatory view of a lifting mechanism of a pedestrian protection device. [Figure 15] It is a schematic explanatory view of a state where the release extrusion mechanism and the lifting mechanism of the pedestrian protection device are operating. [Figure 16] It is a flowchart of pedestrian protection control executed by a control unit of a pedestrian protection device. [Figure 17] It is an explanatory view of a third collision mode between a vehicle having a pedestrian protection device according to an embodiment of the present invention and a pedestrian. [Figure 18] It is an explanatory view of a second collision mode between a vehicle having a pedestrian protection device according to an embodiment of the present invention and a pedestrian. [Figure 19] It is a schematic explanatory view of a release extrusion mechanism and a lifting mechanism of a pedestrian protection device according to a modification.

Mode for Carrying Out the Invention

[0011] Embodiments of the present invention will be described below with reference to the drawings. In this embodiment, after an overview, examples of fixing the vehicle's front fender to the vehicle body's skeletal structure, examples of the configuration of the vehicle's pedestrian protection device, examples of the configuration of the pedestrian protection device's release extrusion mechanism and rotational drive mechanism and their fixing to the front fender will be described in order. The following description of embodiments and drawings are examples of the invention disclosed in this application and do not limit the invention disclosed in this application.

[0012] (Overview) The vehicle may collide with a pedestrian. The pedestrian may land on top of the vehicle's hood as a result of the collision. The pedestrian may then fall off the hood and land on the road. Furthermore, after colliding with the front corner of the vehicle, a pedestrian may also be struck by the front fender located on the side of the vehicle. In this case, the pedestrian may be thrown to the ground by the front fender while spinning. Pedestrians may experience secondary impacts from the road surface if they fall or tumble onto it. To accommodate these collision modes, the vehicle's front fenders are fixed in a detachable manner so that they open outwards and backwards relative to the vehicle's skeletal structure. The release and extrusion mechanism releases the fixing members that secure the front fenders to the upper frame, which is a structural component of the vehicle. The lifting mechanism raises the front fenders, which are now released from their connection to the vehicle's skeletal structure, to an upward-rear position. As a result, the front fenders open outwards and backwards in this upward-rear position. The rearward-opening, upward-sloping front fender is expected to mitigate secondary impacts to pedestrians from the road surface when the vehicle falls off the hood, and also mitigate secondary impacts to pedestrians from the road surface when the vehicle falls after hitting the front fender. This embodiment will be described below with reference to the drawings.

[0013] (Explanation of types of collisions between vehicles and pedestrians) First, let's explain the types of collisions between vehicle 1 and pedestrians. Figures 1 to 3 illustrate three collision scenarios between vehicle 1 and a pedestrian. Figure 1 is an explanatory diagram of the first collision scenario between vehicle 1 and a pedestrian. Figure 2 is an explanatory diagram of the second and third collision scenarios between vehicle 1 and a pedestrian as shown in Figure 1. Figure 3 is a diagram illustrating the secondary impact on the pedestrian in the second collision scenario shown in Figure 2.

[0014] In the first collision scenario shown in Figure 1, the vehicle body 2 of vehicle 1 is moving in a straight line. The pedestrian collides with the center of the vehicle in the width direction of the moving vehicle 1. In this case, after colliding with vehicle 1, the pedestrian lands on the hood 4 of vehicle body 2. Furthermore, if a pedestrian airbag 5 deploys above the hood 4, the pedestrian can absorb the impact of the collision with vehicle body 2. Additionally, the front of vehicle body 2 is provided with a bumper face 7 that flexes upon impact with a pedestrian to absorb the impact. This allows a pedestrian who collides with vehicle 1 and remains on the hood 4 or the pedestrian airbag 5 to mitigate the impact of the initial collision with vehicle body 2. The pedestrian can be expected to be protected from the impact of the initial collision with vehicle 1.

[0015] In the second collision scenario shown by the solid line in Figure 2, vehicle 1 is steered to the right. Vehicle 1 steers to the right, for example, when turning right at an intersection. The pedestrian collides with vehicle 1, which is steered to the right, at a position slightly to the left of the center in the width direction of the vehicle. In this case, the pedestrian lands on the hood 4 of vehicle 1's body 2 after colliding with vehicle 1. However, in the second collision scenario, the pedestrian then falls to the left side of vehicle 2, which is being steered to the right. The pedestrian cannot remain on the hood 4. This situation can occur when a pedestrian walking on a crosswalk at an intersection collides with vehicle 1, which is turning right. This second collision scenario is likely to occur when the driver of vehicle 1 increases the steering angle to avoid the pedestrian. Furthermore, even when vehicle 1 steers to the left and turns left at an intersection, a pedestrian may collide with vehicle 1, which is steered to the left, at a point slightly to the right of the center in the width direction of the vehicle, and then fall to the right side of vehicle 2, which is also steered to the left.

[0016] Furthermore, in the second collision scenario, as shown in Figure 3, a pedestrian standing on the hood 4 of the vehicle body 2 may be thrown upwards on the hood 4 and the pedestrian airbag 5 before falling onto the road surface 90 from the height from which they were thrown. In this case, the pedestrian thrown upwards on the hood 4 may have their upper body and head lowered due to the force of the bounce, and may fall onto the road surface 90 from the height from which they were thrown while maintaining that posture. When a pedestrian falls onto the road surface 90 from a height above the hood 4 while in a posture with their upper body and head lowered, they may experience a stronger secondary impact from the road surface 90 compared to when they slide down from the hood 4.

[0017] In the third collision scenario shown by the dashed line in Figure 2, vehicle 1 is steered to the right. Vehicle 1 steers to the right, for example, when turning right at an intersection. The pedestrian collides with the front corner of the leftmost part of vehicle 1 in the direction of its width, as it is steered to the right. In this case, after colliding with the front corner of vehicle 1, the pedestrian falls onto the road surface 90 without landing on the hood 4 of vehicle body 2. Furthermore, the pedestrian's waist and upper body may be twisted during the collision due to the partial impact with the front corner of vehicle 1. Additionally, after colliding with the front corner of vehicle 1, the pedestrian may also be struck by the front fender 6 on the side of vehicle 1. The front fender 6 could forcefully knock the rotating pedestrian down. A pedestrian who is forcefully knocked down while rotating may experience a strong secondary impact with the road surface 90. This third type of collision is likely to occur if the driver of vehicle 1 attempts to avoid the pedestrian by increasing the steering angle. Furthermore, even when vehicle 1 steers to the left and turns left at an intersection, a pedestrian may collide with vehicle 1, which is steered to the left, at a point slightly to the right of the center in the width direction of the vehicle, and then fall to the right side of vehicle 2, which is also steered to the left.

[0018] In cases such as the second and third collision modes, pedestrians may experience a strong and cumulative secondary impact from the road surface 90 in addition to the primary impact from the collision with the vehicle body 2. Vehicle 1 is potentially required to be able to mitigate the secondary impact from the road surface 90 to pedestrians who fall or collapse onto the road surface 90 after a collision with vehicle body 2.

[0019] (Example of fixing the vehicle's front fender to the vehicle's frame structure) Figure 4 is a schematic side view of the right front portion of the vehicle body 2 of a vehicle 1 according to an embodiment of the present invention. A pedestrian airbag 5 is deployed on top of the hood 4 in Figure 4. Figure 5 is a schematic diagram illustrating the vehicle 1 shown in Figure 4 with the right front fender 6 removed from the right front portion of the vehicle body 2. The left front portion of the vehicle body 2 and the left front fender 6 are the same as in Figure 5. In Figure 5, the front fender 6 is indicated by its inner surface 33. In the following explanation, the terms front, back, left, right, up, and down will be used based on the vehicle body 2 shown in Figure 4.

[0020] In this embodiment, the front fender 6 is detachably fixed to the skeletal structure of the vehicle body 2 in order to protect pedestrians in the case of a second or third collision. The front fender 6 is provided on the left side of the vehicle body 2, which is to the left of the hood 4 of the vehicle 1, or on the right side of the vehicle body 2, which is to the right of the hood 4, and constitutes the outer surface of the vehicle body 2. Furthermore, the front fender 6 has a wheel well 9 on its lower side for housing the tire 10. Therefore, the front fender 6 has an upper portion 32 that is above the wheel well 9 of the vehicle 1, and a rear portion 31 that is behind the wheel well 9. In this way, the front fender 6 constitutes the body surface around the wheel well 9. The body surface in front of the front fender 6 is formed by a bumper face 7 that extends in the width direction at the front of the vehicle body 2. The left and right headlights 8 are positioned above the bumper face 7. The front surface of the vehicle body 2 is formed by the hood 4, the left and right front fenders 6, the bumper face 7, and the left and right headlights 8.

[0021] A front fender 6 of this shape is generally fixed to the skeletal members of the vehicle body 2, such as the upper frame 12, the lower part of the A-pillar 11, and the radiator frame 13, by multiple fixing points. The front side panel 15 of the vehicle body 2 is joined to the upper frame 12, the lower part of the A-pillar 11, and the inside of the radiator frame 13. The front side panel 15 stiffens the skeletal structure of the front of the vehicle body 2. The front side panel 15 may be formed integrally with the upper frame 12. The front fender 6 may also be fixed to the front side panel 15.

[0022] The upper frame 12 extends in the longitudinal direction of the vehicle body 2 on both sides of the hood 4 in the vehicle width direction. The upper frame 12 is provided so as to extend along the longitudinal direction of the vehicle body 2 on the inner side of the upper edge of the front fender 6. The A-pillar 11 is provided along the vertical direction of the vehicle body 2 at the left and right front corners of the passenger compartment. Generally, since the windshield is installed at a rearward angle at the front of the passenger compartment, the upper part of the A-pillar 11 is also angled rearward along with the windshield. The rear end of the upper frame 12 is joined to the bend between the upper and lower parts of the A-pillar 11. A door mirror 3 is also provided near the bend between the upper and lower parts of the A-pillar 11. The radiator frame 13 is for supporting a radiator (not shown) inside at the front of the vehicle body 2. The radiator frame 13 has a roughly rectangular frame shape that is long in the vehicle width direction. The radiator frame 13 is joined to the front end of the upper frame 12. Thus, inside the front fender 6, the lower part of the A-pillar 11, the upper frame 12, the radiator frame 13, the front side panel 15, and other structural members of the vehicle body 2 are provided.

[0023] In this embodiment, an example is described in which the front fender 6 is fixed to the upper frame 12, the lower part of the A-pillar 11, and the radiator frame 13 by multiple fixing points. The front fender 6 has a front rib 26 and a rear rib 27 for fixing to the upper frame 12, which is a structural member of the vehicle body 2. The front rib 26 is provided in the upper portion 32 of the front fender 6, in front of the rear rib 27. The front fender 6 has an upper locking portion 28 and a lower locking member 29 for fixing to the A-pillar 11, which is a structural member of the vehicle body 2. The upper locking portion 28 is provided at a height position near the door mirror 3 in the rear portion 31 of the front fender 6. The lower locking member 29 is provided near the lower end of the rear portion 31 of the front fender 6, below the upper locking portion 28. The front fender 6 has a leading edge rib 25 for fixing to a radiator stay 14 which is joined to the radiator frame 13, a structural member of the vehicle body 2. The leading edge rib 25 is provided on the leading edge of the upper portion 32 of the front fender 6. Here, the radiator stay 14 is provided to fix the left or right end of the bumper face 7 to the radiator frame 13. If the left or right end of the bumper face 7 is fixed directly to the radiator frame 13, the leading edge rib 25 may be fixed to the left or right end of the bumper face 7 or to the radiator frame 13.

[0024] Figure 6 is an exploded cross-sectional view showing the front rib 26 provided on the upper portion 32 of the front fender 6 and the upper stay 21 of the upper frame 12, which is a structural member of the vehicle body 2. Figure 7 is an explanatory diagram illustrating the fixing state between the front rib 26 and the upper stay 21 in Figure 6. Figures 6 and 7 show the cross-section of the front rib 26 of the front fender 6, the cross-section of the upper stay 21 of the upper frame 12 of the vehicle body 2, and the fixing member 63.

[0025] As shown in Figure 4, the upper stay 21 is fixed to the upper surface of the upper frame 12 in a floating position. As shown in Figure 6, the front rib 26 of the front fender 6 is placed on top of the upper stay 21 such that the hole 61 of the upper stay 21 and the hole 62 of the front rib 26 overlap. As shown in Figure 7, a fixing member 63 is inserted into the hole 61 of the upper stay 21 and the hole 62 of the front rib 26. The fixing member 63 in Figure 6 is a locking pin. The locking pin has a barb at the tip of its shaft. The locking pin fixes the front fender 6 to the upper frame 12 by being inserted into the overlapping hole 61 of the upper stay 21 and the hole 62 of the front rib 26. The locking pin with a barb at the tip of its shaft can also be detached from these holes by a strong force acting to separate the upper stay 21 and the front rib 26. In this way, the front rib 26 of the front fender 6 and the upper stay 21 of the upper frame 12 are fixed in a separable manner.

[0026] Note that the fixing member 63 may be something other than the locking pin shown in Figure 6. The fixing member 63 may be composed of, for example, a separation bolt and nut containing explosives. The separation bolt can break its shaft due to the explosion of the explosives. By breaking the separation bolt, the fixing between the front rib 26 of the front fender 6 and the upper stay 21 of the upper frame 12 can be separated.

[0027] Furthermore, the upper locking portion 28 of the front fender 6 and the upper hole 23 of the A-pillar 11 may be detachably fixed using a fixing member 63 similar to those in Figures 6 and 7. In contrast, the leading edge rib 25 of the front fender 6 is fixed inseparably to the radiator frame 13, radiator stay 14, or bumper face 7 using common bolts and nuts.

[0028] Here, "separable" means that the front fender 6 can be separated from the vehicle body 2 when the front fender 6 is detached from the vehicle body 2 in order to achieve the objectives of this embodiment. Furthermore, "non-separable" means that when the front fender 6 is detached from the vehicle body 2 in order to achieve the objectives of this embodiment, it is difficult to separate it.

[0029] Figure 8 is an exploded cross-sectional view showing the lower locking member 29 provided on the rear portion 31 of the front fender 6 and the receiving member 24 provided on the lower part of the A-pillar 11, which is a structural member of the vehicle body 2. Figure 9 is an explanatory diagram illustrating the fixed state of the lower locking member 29 and the receiving member 24 in Figure 8. Figures 8 and 9 show a cross-section of the front fender 6 having the lower locking member 29, and a cross-section of the lower part of the A-pillar 11 and the receiving member 24.

[0030] As shown in Figure 8, the lower locking member 29 provided on the rear portion 31 of the front fender 6 has a locking body 66 that protrudes from the inner surface 33 of the front fender 6 and a locking portion 67 that protrudes downward from the locking body 66. The receiving member 24, provided at the lower part of the A-pillar 11, is provided protruding from the lower part of the A-pillar 11 and has a receiving through-hole 65 that penetrates in the vertical direction. Then, the locking portion 67 of the lower locking member 29 is inserted into the receiving through hole 65 from the upper side of the receiving member 24. As a result, the lower locking member 29 of the front fender 6 and the receiving member 24 provided at the lower part of the A-pillar 11 are fixed so that they can be separated by the locking body 66 of the lower locking member 29 moving onto the receiving member 24. The receiving member 24 may also be provided on the front side panel 15. In this case as well, the lower locking member 29 of the front fender 6 and the receiving member 24 provided on the lower part of the front side panel 15 can be fixed so as to be separable by the locking body 66 moving onto the receiving member 24.

[0031] Furthermore, the rear rib 27 of the front fender 6 is detachably fixed to the upper frame 12 via a release extrusion mechanism 57, as will be described later. This will be explained in detail in Figures 11 to 13.

[0032] (Example of a vehicle pedestrian protection device configuration) Next, an example of the overall configuration of the pedestrian protection device 50 of vehicle 1 will be described.

[0033] Figure 10 is a diagram showing an example of a pedestrian protection device 50 for a vehicle 1 according to an embodiment of the present invention. The pedestrian protection device 50 in Figure 10 includes a release extrusion mechanism 57, a lifting mechanism 58, a rotational drive mechanism 59, a front camera 53, a collision sensor 54, a pedestrian airbag device 55 for deploying the pedestrian airbag 5, and a control unit 52. The release extrusion mechanism 57, the lifting mechanism 58, and the rotational drive mechanism 59 are configured to release the front fender 6 of the vehicle body 2 to a desired state. Note that Figure 10 only shows the mechanism for releasing the right front fender 6. The pedestrian protection device 50 also includes a mechanism for releasing the left front fender 6. The following explanation uses the example of removing the right-side front fender 6. The following explanation also applies when removing the left-side front fender 6.

[0034] (Example of configuration of the release extrusion mechanism and rotation drive mechanism of the pedestrian protection device, and an example of fixing it to the front fender) The release and extrusion mechanism 57 is a mechanism for releasing the front fender 6 from the frame member of the vehicle body 2 and separating the front fender 6 from the frame member of the vehicle body 2. The release extrusion mechanism 57 in Figure 10 includes a driven shaft member 42 and an extrusion plate 45. The rotary drive mechanism 59 includes an inflator 51, an air guide 48, a turbine 49, a drive shaft member 41, and a universal joint 43.

[0035] The drive shaft member 41 and the driven shaft member 42 are cylindrical shaft members. The drive shaft member 41 and the driven shaft member 42 are connected by a universal joint 43. The universal joint 43 is connected to the axial front end of the driven shaft member 42 and to the axial rear end of the drive shaft member 41. The universal joint 43 connects the drive shaft member 41 and the driven shaft member 42 along the same axis, but in such a way that the axis of the driven shaft member 42 and the axis of the drive shaft member 41 can intersect. Alternatively, instead of the universal joint 43, the drive shaft member 41 and the driven shaft member 42 may be connected along the same axis by, for example, an elastic member. Even in this case, the axis of the driven shaft member 42 can still intersect with the axis of the drive shaft member 41. The drive shaft member 41 is rotatably supported by a shaft support joined to the upper frame 12. The drive shaft member 41 and the driven shaft member 42 are provided along the extending direction of the upper frame 12 and are rotatably supported around a rotation axis that runs along the longitudinal direction of the vehicle body 2.

[0036] Figure 11 is an exploded view of the release and extrusion mechanism 57 of the pedestrian protection device 50 and the rear rib 27 provided on the upper portion 32 of the front fender 6. Figure 12 is an explanatory diagram illustrating the fixed state of the extrusion plate 45 and the rear rib 27 of the pedestrian protection device 50 shown in Figure 11.

[0037] As shown in Figure 11, the extrusion plate 45 of the release extrusion mechanism 57 is provided on the driven shaft member 42 so as to protrude radially from the driven shaft member 42. When the extrusion plate 45 is attached to the vehicle body 2, it is held in a position along the vertical direction of the vehicle body 2. The extrusion plate 45 may be held in a position along the vertical direction of the vehicle body 2 by being held by a holding member 72 attached to the upper frame 12, as shown by the dashed line in Figure 11. The holding member 72 is held so as not to hinder the outward rotation of the extrusion plate 45 in the vehicle width direction. The extrusion plate 45 has a fixing plate 73 at its tip.

[0038] As shown in Figure 12, the rear rib 27 of the upper portion 32 of the front fender 6 and the fixing plate 73 at the tip of the extrusion plate 45 are overlapped. A fixing member 76 is then inserted into the hole 75 of the rear rib 27 and the hole 74 of the fixing plate 73. The fixing member 76 in Figure 11 is a locking pin. This makes the rear rib 27 of the upper portion 32 of the front fender 6 and the fixing plate 73 of the extrusion plate 45 separable. The front fender 6 is separable from the upper frame 12 by fixing the rear rib 27 to the extrusion plate 45. In this fixed state, the rear rib 27, which is provided on the upper portion 32 of the front fender 6, is located above the extrusion plate 45.

[0039] As a result, the front fender 6 has its front rib 26, rear rib 27, upper locking portion 28, and lower locking member 29 detachably fixed to the frame member of the vehicle body 2, while the front edge rib 25 is detachably fixed to the frame member of the vehicle body 2. In this case, the front rib 26, rear rib 27, upper locking portion 28, and lower locking member 29 of the front fender 6 become detachable fixing points. In contrast, the front edge rib 25 of the front fender 6 becomes a detachable fixing point. In this embodiment, the upper portion 32 of the front fender 6 is fixed to the upper frame 12 by a fixing member 76 so as to be detachable by the force applied to the vehicle body 2 in the vehicle width direction. The rear portion 31 of the front fender 6 is fixed to the lower part of the A-pillar 11 of the vehicle body 2, which is located behind the wheelhouse 9, so as to be detachable by being lifted upward from the vehicle body 2. In contrast, the front edge of the upper portion 32 of the front fender 6 is fixed to the front of the wheelhouse 9, to the bumper face 7 of the vehicle 1, or to the radiator frame 13 or radiator stay 14 to which the bumper face 7 is fixed, in such a way that the fixation is not released. Furthermore, the front fender 6 and the structural members of the vehicle body 2 may have detachable fixing points other than those described above. Also, the front fender 6 and the structural members of the vehicle body 2 may have only some of the multiple detachable fixing points described above.

[0040] Return to the explanation in Figure 10. The inflator 51 of the rotary drive mechanism 59 generates high-pressure gas. The high-pressure gas generated by the inflator 51 is exhausted through the air guide 48. A turbine 49 is provided in the air guide 48. The turbine 49 rotates due to the high-pressure gas generated by the inflator 51. The turbine 49 generates rotational driving force. The rotary drive mechanism 59 may have a motor and gears instead of the inflator 51, air guide 48, and turbine 49, and generate rotational driving force by the rotation of the gears. The rotational driving force generated by the rotational drive mechanism 59 is transmitted to the drive shaft member 41, which then rotates. The drive shaft member 41, the universal joint 43, the driven shaft member 42, and the extrusion plate 45 are all rotated by the rotational driving force generated by the rotational drive mechanism 59.

[0041] As the driven shaft member 42 rotates, the extrusion plate 45 rotates outward in the vehicle width direction around the driven shaft member 42, as shown in Figure 12, from a position aligned with the vertical direction of the vehicle body 2, and strikes the inner surface 33 of the upper portion 32 of the front fender 6 from the inside. Furthermore, as the driven shaft member 42 rotates further, the extrusion plate 45 pushes the upper portion 32 of the front fender 6 from the inside outward, as shown in Figure 13. Due to the pressing force of the extrusion plate 45, an outward force acts on the upper portion 32 of the front fender 6 in the vehicle width direction of the vehicle body 2. As a result, the upper portion 32 of the front fender 6 moves outward in the vehicle width direction of the vehicle body 2. The fixing member 76 between the front fender 6 and the upper frame 12 is released. Figure 13 is an explanatory diagram showing the state in which the shaft member rotates and the extrusion plate 45 and rear rib 27 of the pedestrian protection device 50 are separated.

[0042] (Example of a lifting mechanism configuration for a pedestrian protection device) The lifting mechanism 58 is a mechanism for lifting the rear portion 31 of the front fender 6 above the upper portion 32 of the front fender 6 when the detachable fixing of the front fender 6 to the structural member of the vehicle body 2 is released. The lifting mechanism 58 includes a pinion gear 43 and a rack case 47 having a rack gear 82. Figure 14 is an explanatory diagram of the lifting mechanism 58 of the pedestrian protection device 50.

[0043] As shown in Figure 10, the pinion gear 43 is attached to the axial rear end of the driven shaft member 42. The pinion gear 43 rotates together with the driven shaft member 42. The rack case 47 is joined to the upper frame 12. As shown in Figure 14, the rack case 47 has a gear hole 81 from which the pinion gear 43 can move vertically. A rack gear 82 is provided on the inner surface of the gear hole 81 of the rack case 47, extending in the vertical direction. The pinion gear 43 meshes with the rack gear 82 inside the gear hole 81 of the rack case 47. By rotating together with the driven shaft member 42, the pinion gear 43 can move from bottom to top inside the gear hole 81 of the rack case 47.

[0044] (Example of operation of the release extrusion mechanism and the lifting mechanism) Figure 15 is a schematic diagram illustrating the state in which the release push mechanism 57 and the lifting mechanism 58 of the pedestrian protection device 50 are in operation. In Figure 15, the pinion gear 43 is moving upward inside the gear hole 81 of the rack case 47. As a result, the driven shaft member 42, which is connected to the drive shaft member 41 by a universal joint 43, is pushed up so that its axial rear end is higher than its axial front end. By rotating, the driven shaft member 42 assumes an upward-sloping, rearward orientation where its axial rear end is higher than its axial front end. Note that in Figure 15, the extrusion plate 45 is shown in a state where it is not rotating around the driven shaft member 42 for illustrative purposes. In reality, the extrusion plate 45 tilts outward toward the front of the paper, and assumes a slanted position with the rear pointing upward.

[0045] Furthermore, an extrusion plate 45 is provided on the driven shaft member 42. When the axial rear end of the driven shaft member 42 rises, the rear portion 31 of the extrusion plate 45 also rises. As a result, even as the extrusion plate 45 tilts outward, the rear portion 31 rises, which allows it to push up the rear portion 31 of the rear rib 27 of the upper portion 32 of the front fender 6 located above the extrusion plate 45. Furthermore, when the rear portion 31 of the rear rib 27 is pushed up, the front fender 6, which is released from its fixation to the structural member of the vehicle body 2, may assume an upward-sloping, rearward posture. In this manner, the lifting mechanism 58 pushes the axial rear end of the rotating driven shaft member 42 upward from its axial front end when the front fender 6 is released from its detachable fixing to the structural member of the vehicle body 2. The rear portion 31 of the front fender 6, which is released from its fixing to the upper frame 12, can be expected to rise higher than the upper portion 32 of the front fender 6.

[0046] Note that the lifting mechanism 58 is not limited to the one shown in Figure 15. For example, the lifting mechanism 58 may be an elastic member that is stretched between the inner surface of the rear portion 31 of the front fender 6 and the frame member of the vehicle body 2, in a state that extends in the vertical direction of the vehicle body 2. When the detachable fixing of the front fender 6 to the frame member of the vehicle body 2 is released, such an elastic member can lift the rear portion 31 of the front fender 6 above the upper portion 32 of the front fender 6. When the detachable fixing of the front fender 6 to the frame member of the vehicle body 2 is released, the rear portion 31 of the front fender 6 can be lifted above the upper portion 32, resulting in a rearward-upward posture. In addition, for example, the lifting mechanism 58 may be an airbag that deploys below the lower edge of the rear portion 31 of the front fender 6. When the airbag deploys below the lower edge of the rear portion 31 of the front fender 6, the front fender 6, which is released from its detachable fixing to the structural member of the vehicle body 2, can have its rear portion 31 lifted above the upper portion 32, resulting in a rearward-upward posture.

[0047] In this manner, the release and extrusion mechanism 57 and the lifting mechanism 58 work together in accordance with the rotational driving force generated by the rotational driving mechanism 59, thereby applying an outward force in the vehicle width direction of the vehicle body 2 to the inner surface of the front fender 6, releasing the fixing by the fixing member 76. At the same time, the rear portion 31 of the front fender 6, which is now released from the frame member, is lifted above the upper portion 32 of the front fender 6, giving it a rearward-upward posture. When the release push mechanism 57 and the lifting mechanism 58 are activated, the front fender 6 is released from its fixation with the upper frame 12 and the like, and opens to the rear outward in the vehicle width direction of the vehicle body 2, and the rear portion 31 of the front fender 6 is raised higher than the upper portion 32, allowing it to open to the rear in a rearward-up position. Furthermore, the rear portion 31 of the front fender 6, which has this upward-sloping posture, can protrude above the hood 4 of the vehicle body 2.

[0048] (Example of pedestrian protection device control) Return to the explanation in Figure 10. The front camera 53 captures a wide-angle image of the front of the vehicle 1. The front camera 53 may consist of a single camera or multiple cameras. Such a front camera 53 can detect pedestrians related to various collision types shown in Figures 1 to 3 by capturing images.

[0049] The collision sensor 54 detects the impact acting on the vehicle body 2 due to a collision with a pedestrian or the like. The collision sensor 54 may be, for example, an acceleration sensor. If the collision sensor 54 is an acceleration sensor, it may determine that an impact due to a collision is acting on the vehicle body 2 if the sensor's detected value is above a predetermined threshold.

[0050] The pedestrian airbag device 55 deploys the pedestrian airbag 5 over the hood 4. The pedestrian airbag device 55 includes, for example, the pedestrian airbag 5 and an inflator for the pedestrian airbag 5 (not shown).

[0051] The control unit 52 includes, for example, a CPU (Central Processing Unit) (not shown) and memory. The memory stores a program for pedestrian protection control that the CPU executes. The CPU reads and executes the program stored in memory. Thus, the CPU functions as the control unit 52 that controls the overall operation of the pedestrian protection device 50 shown in Figure 10. The control unit 52 is connected to a front camera 53 (which acts as a sensor), a collision sensor 54, a pedestrian airbag system 55, and an inflator 51 of the rotary drive mechanism 59. As shown in Figure 16, the control unit 52 predicts and detects a collision between the vehicle 1 and a pedestrian based on the image captured by the front camera 53, determines the type of collision, and performs pedestrian protection control according to the type of collision. For example, if the control unit 52 determines that it is a first type of collision, it deploys the pedestrian airbag 5. In response to this, if the control unit 52 determines that it is a second type of collision, or a third type of collision, it deploys the pedestrian airbag 5 and activates the inflator 51 of the rotation drive mechanism 59 to detach the front fender 6 on the side where the pedestrian is falling onto the road surface 90 to a predetermined rearward-opening state.

[0052] Figure 16 is a flowchart of the pedestrian protection control performed by the control unit 52 of the pedestrian protection device 50. The control unit 52 repeatedly executes the pedestrian protection control shown in Figure 16 to protect pedestrians.

[0053] In step ST1, the control unit 52 determines whether a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted. For example, if the control unit 52 detects a pedestrian in front of the vehicle in the image captured by the front camera 53, it determines the possibility of a collision based on the relative position and relative movement of the pedestrian to the vehicle. For example, if a pedestrian in the captured image is moving toward the vehicle's path, the control unit 52 determines that there is a possibility of collision with the pedestrian in the vehicle's direction of travel. In addition, for example, if the control unit 52 detects a pedestrian in the positional relationship of the first to third collision configurations shown in Figures 1 and 2, the control unit 52 determines that there is a possibility of collision with the pedestrian in the vehicle's direction of travel. The control unit 52 then proceeds to step ST2. In all other cases, the control unit 52 determines that there is no possibility of collision with a pedestrian in the direction of the vehicle's movement and repeats this process. For example, if no pedestrian is detected in the image captured by the front camera 53, or if the pedestrian in the image is moving away from the vehicle's path, the control unit 52 determines that there is no possibility of collision with a pedestrian and repeats this process.

[0054] In step ST2, the control unit 52 predicts the collision position in the vehicle width direction with the vehicle body 2 for the pedestrian for whom the possibility of collision was determined in step ST1. Based on the relative positional relationship of the pedestrian with the vehicle and its relative movement, the control unit 52 may predict the collision position in the vehicle width direction with the vehicle body 2 if the pedestrian continues to move at its current position. If the control unit 52 predicts that a pedestrian will collide with the vehicle body 2 in the center of the vehicle width direction, it proceeds to step ST3. In contrast, if the control unit 52 does not predict that the pedestrian will collide with the vehicle body 2 in the center in the width direction, the control unit 52 proceeds to step ST4. If the control unit 52 predicts, for example, that the pedestrian will collide with the vehicle body 2 in the width direction, either on the right or left side, the control unit 52 proceeds to step ST4.

[0055] In step ST3, the control unit 52 determines whether or not the vehicle 1, which is its own vehicle, is being steered. Vehicle 1 is steering when turning right or left at an intersection. There may be pedestrians crossing the road ahead of Vehicle 1 as Vehicle 1 is about to enter. In this case, Vehicle 1 may collide with the pedestrian while steering. When the driver of Vehicle 1 notices the pedestrian beginning to cross, they may increase the steering to avoid a collision with the pedestrian. In this case, it is considered that the second and third collision modes shown in Figure 2 are likely to occur. After colliding with the body 2 of Vehicle 1, the pedestrian may further fall from the hood 4 onto the road surface 90 or be pushed down onto the road surface 90 by the front fender 6 of Vehicle 1. In this case, the pedestrian may experience a primary impact from the collision with the body 2 and a secondary impact from the road surface 90. If vehicle 1 is being steered, the control unit 52 proceeds to step ST4. In contrast, if vehicle 1 is not being steered, the control unit 52 proceeds to step ST5. For example, if the control unit 52 is driving straight, it determines that vehicle 1 is not being steered and proceeds to step ST5.

[0056] In step ST4, the control unit 52 sets the front fender 6 on the side that the pedestrian will collide with to open outwards. For example, if a pedestrian is likely to fall or drop onto the road surface 90 on the left side of the vehicle body 2, as shown in Figure 2, the control unit 52 sets the left front fender 6 to open backward. In response to this, if there is a possibility that a pedestrian may fall or fall onto the road surface 90 on the right side of the vehicle body 2, the control unit 52 sets the right front fender 6 to open to the rear. Subsequently, the control unit 52 proceeds to step ST5.

[0057] In step ST5, the control unit 52 sets the deployment settings for the pedestrian airbag device in order to deploy the pedestrian airbag.

[0058] In step ST6, the control unit 52 determines whether or not a collision between the vehicle 1 and a pedestrian has been detected. The control unit 52 may, for example, determine whether a collision between the vehicle 1 and a pedestrian has been detected based on the detection by the collision sensor 54. If the collision sensor 54 detects a collision between the vehicle 1 and a pedestrian, the control unit 52 proceeds to step ST8. In contrast, if the collision sensor 54 does not detect a collision between the vehicle 1 and the pedestrian, the control unit 52 proceeds to step ST7.

[0059] In step ST7, the control unit 52 determines whether or not a collision with a pedestrian has been avoided. The control unit 52 determines, for example, whether a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted based on the latest image captured by the front camera 53. If a collision with a pedestrian is not predicted, the control unit 52 may determine that a collision with a pedestrian has been avoided. In this case, the control unit 52 skips the processing of step ST8 and terminates this control. At this time, the control unit 52 may clear the settings of step ST4 or step ST5. In response to this, if a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted based on the latest image captured by the front camera 53, the control unit 52 returns the process to step ST6. The control unit 52 repeats the processes of steps ST6 and ST7 until a collision between the vehicle 1 and a pedestrian is no longer predicted. If a collision between the vehicle 1 and a pedestrian is detected by the collision sensor 54 during this time, the control unit 52 proceeds to step ST8.

[0060] In step ST8, the control unit 52 performs pedestrian protection control. In step ST5, if the deployment of the pedestrian airbag is set, the control unit 52 outputs an ignition signal to the inflator 51 (not shown) of the pedestrian airbag device. As a result, the pedestrian airbag deploys over the hood 4. Furthermore, if a rearward opening operation for the front fender 6 is set in step ST4, the control unit 52 operates the front fender 6 to the rearward opening operation. The control unit 52 outputs an ignition signal to the inflator 51 of the rotary drive mechanism 59. The turbine 49 rotates due to the high-pressure gas from the inflator 51. The rotational driving force generated by this rotary drive mechanism 59 causes the drive shaft member 41, universal joint 43, driven shaft member 42, and extrusion plate 45 of the release extrusion mechanism 57 to rotate so as to act an outward force on the front fender 6. Also, in the lifting mechanism 58, the pinion gear 43 moves upward inside the rack case 47. As a result, the rear portion 31 of the driven shaft member 42 and the extrusion plate 45 is pushed up above the front portion. The rear portion 31 of the front fender 6 is also pushed up above the upper portion 32. The front fender 6 can be released from all fixings except for the fixing of the front end rib of the upper portion 32. The front fender 6 is angled upwards at the rear and opens outwards at the rear. A gap is created between the front fender 6 and the structural members of the vehicle body 2.

[0061] In this way, the control unit 52 can deploy the pedestrian airbag 5 and activate the release push-out mechanism 57 and the lifting mechanism 58 if the pedestrian collides with the vehicle body 2 while deviating from the center in the vehicle width direction, or if the pedestrian collides with the vehicle 1 while the vehicle 1 is being steered.

[0062] (Description of collision types in this embodiment) Figure 17 is an explanatory diagram of a third collision scenario between a vehicle 1 having a pedestrian protection device 50 according to an embodiment of the present invention and a pedestrian. In the third collision scenario shown in Figure 17, vehicle 1 is steered to the right. The pedestrian collides with the front corner of the leftmost part of vehicle 1 in the direction of its width, as it is steered to the right. In Figure 17, the front fender 6 on the left side is angled upwards at the rear and opens towards the rear.

[0063] The pedestrian's body and waist are twisted during the collision as they collide with the front corner of vehicle 1, particularly with their upper body. Subsequently, the pedestrian is struck by the front fender 6 on the left side of vehicle 1 and falls onto the road surface 90. However, in Figure 17, the front fender 6 on the left side is angled upwards at the rear and opens towards the rear. The front fender 6 deforms upon contact with a pedestrian, absorbing the impact. As a result, even if a pedestrian comes into contact with the front fender 6, they are less likely to be pushed down forcefully by the front fender 6. The pedestrian is less likely to be thrown forcefully onto the road surface 90 while spinning, as in the third collision mode shown in Figure 2. Secondary impacts on the pedestrian can be mitigated.

[0064] Figure 18 is an explanatory diagram of a second collision scenario between a vehicle 1 having a pedestrian protection device 50 according to an embodiment of the present invention and a pedestrian. In the third collision scenario shown in Figure 18, vehicle 1 is steered to the right. The pedestrian collides with vehicle 1, which is steered to the right, at a position slightly to the left of the center in the vehicle's width direction. In Figure 18, the front fender 6 on the left side is angled upwards at the rear and opens towards the rear.

[0065] After colliding with vehicle 1, the pedestrian lands on the hood 4 of vehicle 1's body 2 and bounces up on the hood 4. Subsequently, the pedestrian falls off to the left of the hood 4 and onto the road surface 90. During this fall, the left front fender 6 opens to the rear while maintaining a rearward-upward posture. Therefore, even if a pedestrian is thrown up on top of the hood 4, they may hit the front fender 6 as they fall off to the left side of the hood 4. A pedestrian who hits the front fender 6 is less likely to fall directly onto the road surface 90 from the height they were thrown up on top of the hood 4. The rear-opening front fender 6 can support the falling pedestrian from below while deforming. The impact of the pedestrian falling onto the road surface 90 can be mitigated. Furthermore, the front fender 6 is angled upwards at the rear and opens towards the rear. The rear portion 31 of the angled front fender 6 is above the top surface of the hood 4. As a result, pedestrians whose upper body and head are lowered by the momentum of being bounced up on the hood 4 will have their fall to the upper body and head suppressed by the angled front fender 6. Even if a pedestrian starts to fall towards the road surface 90 while bouncing up from the hood 4, when they actually fall onto the road surface 90, it is expected that their fall to the road surface 90 will be suppressed, and they will fall to the road surface 90 on their lower limbs and waist.

[0066] (effect) As described above, in this embodiment, the front fender 6 is provided on the side of the vehicle body located to the side of the hood 5 of the vehicle 1. The front fender 6 is fixed to the upper frame 12 of the vehicle body 2, which is provided along the longitudinal direction of the vehicle body 2, on the inner side of the upper edge of the front fender 6 by a fixing member 76. When protecting a pedestrian, the release push mechanism 57 is activated, releasing the fixing member 76 between the front fender 6 and the upper frame 12. As a result, the front fender 6 is released from its fixing to the upper frame 12 and can open outwards to the rear. When the front fender 6 opens outwards in the vehicle width direction on the left or right side of the hood 4, a pedestrian who has fallen onto the hood 4 is less likely to fall off to the left or right side of the vehicle 1. Even if they do fall off, the impact is expected to be absorbed by the deformation of the front fender 6 as it is positioned to the rear, reducing the energy lost upon impact with the ground.

[0067] Furthermore, the lifting mechanism 58 lifts the rear portion 31 of the front fender 6, which opens backward when its fixation to the upper frame 12 is released, from the upper portion 32 of the front fender 6. Even if a pedestrian who has fallen onto the hood 4 were to hit the front fender 6, which is opening backward outwards, and then fall over the front fender 6 to the left or right side of the vehicle 1, the upward-sloping front fender 6 would make it difficult for the pedestrian's head and upper body to fall off. As a result, a pedestrian attempting to fall off to the left or right of the vehicle 1 over the rearward-opening front fender 6 would bounce up on the hood 4 or pedestrian airbag 5, causing their upper body and head to be downward, but they would still be more likely to fall onto the road surface 90 lower-body first. A pedestrian attempting to fall off to the left or right of the vehicle 1 would be more likely to fall onto the road surface 90 lower-body first, and less likely to fall onto the road surface 90 in a downward-sloping position. In addition, even during this fall, the deformation of the front fender 6 can absorb the impact, so it is expected that the energy required to fall to the ground will be reduced.

[0068] Furthermore, even if a pedestrian collides with the front corner of the vehicle body 2 and then comes into contact with the front fender 6, as in the second collision scenario, the front fender 6 is not fixed to the upper frame 12 of the vehicle body 2 and is in a rearward-opening state, making it less likely for the pedestrian to be strongly pushed down by the front fender 6. The rearward-opening front fender 6 is more flexible under the weight of the pedestrian, and this flexibility can absorb the impact. As a result, even if the pedestrian collides with the front corner of the vehicle body 2, rotates, and then comes into contact with the front fender 6, it becomes less likely for the pedestrian to be strongly pushed down onto the road surface 90 while rotating.

[0069] In this embodiment, the front fender 6 has an upper portion 32 and a rear portion 31 of the wheelhouse 9 of the vehicle body 2 in order to form the vehicle body surface around the wheelhouse 9 of the vehicle body 2. The upper portion 32 of the front fender 6 is fixed to the upper frame 12 by a fixing member 76 so as to be separable by the force in the vehicle width direction of the vehicle body 2. The front edge of the upper portion 32 of the front fender 6 is fixed to the left or right end of the bumper face 7 of the vehicle 1 at the front of the wheelhouse 9, or to the radiator frame 13 or radiator stay 14, which are structural members of the vehicle body 2 to which the bumper face 7 is fixed, so as not to be released. Furthermore, the rear portion 31 of the front fender 6 is fixed so as to be separable by being lifted upward of the vehicle body 2, to the lower part of the A-pillar 11 of the vehicle body 2 located behind the wheelhouse 9, or to the front side panel 15 fixed to the lower part of the A-pillar 11. In this state, the front fender 6, which is supported by the vehicle body 2, can be separated from the lower part of the A-pillar 11 or the front side panel 15 of the vehicle body 2 by the release push mechanism 57 and the lifting mechanism 58 acting to release the fixing member 76 to the upper frame 12, causing the upper portion 32 to open outward, and the rear portion 31 of the front fender 6 to lift above the upper portion 32. As a result, the front fender 6 can be rearward-opening in the vehicle width direction in a rearward-up position, with the front edge of the upper portion 32 acting as a fixing point. Furthermore, even when the front fender 6 is in an upward-sloping position and opens outward in the width direction of the vehicle, the leading edge of the upper portion 32 of the front fender 6 is supported by the vehicle body 2. The front fender 6 is supported by the vehicle body 2 when it is in an upward-sloping position and opens outward in the width direction of the vehicle. The front fender 6 is maintained in an upward-sloping position and opens outward in the width direction of the vehicle, and can function as a member that prevents pedestrians from falling off the hood 4, and can also function as a member that mitigates the impact of the front fender 6 on a pedestrian who collides with the front corner portion of the vehicle body 2.

[0070] In this embodiment, the release extrusion mechanism 57 includes a shaft member rotatably supported by the upper frame 12 around a rotation axis along the longitudinal direction of the vehicle body 2, an extrusion plate 45 protruding from the shaft member in the direction of the rotational radius of the shaft member, and a rotational drive mechanism 59 that rotates the shaft member. The rotational drive mechanism 59 rotates the shaft member and the extrusion plate 45. By rotating, the extrusion plate 45 contacts the upper portion 32 of the front fender 6 from the inside, and by further rotation, it can push the upper portion 32 of the front fender 6 outward from the inside. The release extrusion mechanism 57 can release the fixing between the upper portion 32 of the front fender 6 and the upper frame 12 by the fixing member 76 by applying an outward force to the inside of the upper portion 32 of the front fender 6.

[0071] In this embodiment, the release extrusion mechanism 57 has a universal joint 43 connected to the axial front end of the shaft member. The rotational drive mechanism 59 rotates the shaft member through the universal joint 43. Furthermore, the lifting mechanism 58 includes a pinion gear 43 attached to the axial rear end of the shaft member and a rack gear 82 that meshes with the pinion gear 43. By rotating together with the driven shaft member 42, the pinion gear 43 rises upward together with the axial rear end of the driven shaft member 42. The portion of the extrusion plate 45 on the axial rear end side is pushed upward together with the driven shaft member 42. As a result, the front fender 6, whose upper portion 32 is released from the vehicle body 2 by the release extrusion mechanism 57, has its rear portion 31 pushed upward by the extrusion plate 45. The rear portion 31 of the front fender 6 can then be released from the vehicle body 2. Furthermore, when the front fender 6 is released from its attachment to the vehicle body 2 in this manner, it assumes a rearward-upward posture with its rear section 31 raised. In this embodiment, the lifting mechanism 58 operates in conjunction with the release extrusion mechanism 57. The lifting mechanism 58 operates in conjunction with the operation of the release extrusion mechanism 57, so that when the release extrusion mechanism 57 operates, the lifting mechanism 58 can achieve the desired operation at a desired timing and amount of operation in accordance with the operation of the release extrusion mechanism 57. On the other hand, if the lifting mechanism 58 starts operating too early, the push-up before release will be wasted, and as a result, the rear portion 31 of the front fender 6 may not be pushed up to the desired extent. Also, if the operation of the lifting mechanism 58 is delayed, there is a risk that the rear portion 31 of the front fender 6 will be pushed up after the pedestrian has started to fall from the hood 4.

[0072] Thus, in one embodiment of the present invention, it is expected that the impact that may act on pedestrians due to secondary impacts with the road surface 90 after a collision with the vehicle 1 can be mitigated.

[0073] The embodiments described above are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or changes are possible without departing from the spirit of the invention.

[0074] (modified version) In the embodiment described above, the multiple detachable fixing points on the rear portion 31 of the front fender 6 are released by the rearward opening operation of the inflator 51 of the rotary drive mechanism 59 in a rearward-up position. In addition, for example, several detachable fixing points on the rear portion 31 of the front fender 6 may be released by the airflow generated by the inflator 51 of the rotary drive mechanism 59.

[0075] In the embodiment described above, the release extrusion mechanism 57 has one extrusion plate 45. In addition, for example, the release extrusion mechanism 57 may have multiple extrusion plates. Figure 19 is a schematic diagram illustrating the release extrusion mechanism 57 and lifting mechanism 58 of the pedestrian protection device 50 according to a modified example. The release extrusion mechanism 57 of the pedestrian protection device 50 in Figure 19 has a first extrusion plate 45 provided on the first driven shaft member 42. The release extrusion mechanism 57 also has a second driven shaft member 91 connected to the pinion gear 43 of the lifting mechanism 58, and a second extrusion plate 92 provided on the second driven shaft member 91. The rest of the configuration is the same as in Figure 10. In Figure 15, the first extrusion plate 45 and the second extrusion plate 92 are shown in a state where they are not rotating around the driven shaft member 42, for illustrative purposes.

[0076] In this case, the second driven shaft member 91 and the second extrusion plate 92 rotate together with the first driven shaft member 42. The second extrusion plate 92 and the first extrusion plate 45 push the front fender 6 from the inside out. As a result, the front fender 6 can open to the rear. Furthermore, as the pinion gear 43 of the lifting mechanism 58 rotates and rises, the second driven shaft member 91 is pushed up as a whole so as to maintain its position on the extension of the driven shaft member 42, as shown in Figure 19. The second extrusion plate 92 can push the rear rib 27 of the front fender 6 higher than the first extrusion plate 45. As a result, the rear portion 31 of the rear-opening front fender 6 can be pushed up more reliably.

[0077] In the embodiment described above, the control unit 52 activates the release extrusion mechanism 57 and the lifting mechanism 58 by the rotation drive mechanism 59 based on the detection of a collision between a pedestrian and the vehicle body by the collision sensor 54. In addition, for example, the control unit 52 may activate the release push mechanism 57 and the lifting mechanism 58 using the rotation drive mechanism 59 based on the prediction of a collision between a pedestrian and the vehicle body in the image captured by the front camera 42. [Explanation of symbols]

[0078] 1...Vehicle, 2...Body, 3...Door mirror, 4...Hood, 5...Pedestrian airbag, 6...Front fender, 7...Bumper face, 8...Headlight, 9...Wheel arch, 10...Tire, 11...A-pillar, 12...Upper frame, 13...Radiator frame, 14...Radiator stay, 15...Front side panel, 21...Upper stay, 23...Upper hole, 24...Receiving member, 25...Front edge rib, 26...Front rib, 27...Rear rib, 28...Upper locking part, 29...Lower locking member, 31...Rear side part, 32...Upper side part, 33...Inner surface, 41...Drive shaft member, 42...Driven 43...Shaft member, 43...Universal joint, 43...Pinion gear, 45...Extrusion plate (extrusion member), 47...Rack case, 48...Air guide, 49...Turbine, 50...Pedestrian protection device, 51...Inflator, 52...Control unit, 53...Front camera (sensor), 54...Collision sensor (sensor), 55...Pedestrian airbag device, 57...Release extrusion mechanism, 58...Lifting mechanism, 59...Rotary drive mechanism, 63...Fixing member, 66...Locking body, 76...Fixing member, 82...Rack gear, 90...Road surface, 91...Second driven shaft member, 92...Second extrusion plate (extrusion member)

Claims

1. Located on the side of the vehicle's hood, the front fender is mounted on the side of the vehicle body, The upper frame of the vehicle body is provided along the longitudinal direction of the vehicle body on the inner side of the upper edge of the front fender, A fixing member for fixing the front fender to the upper frame, A release extrusion mechanism that applies an outward force in the vehicle width direction to the front fender to release the fixing by the fixing member, A lifting mechanism that lifts the rear side of the front fender, A sensor that predicts or detects a collision between the vehicle and a pedestrian, The control unit to which the aforementioned sensor is connected, It has, The control unit, When the sensor predicts or detects a collision between a pedestrian and the vehicle body, the release push mechanism and the lifting mechanism are activated to cause the front fender to open outwards in the vehicle width direction, with the rear of the front fender raised. A vehicle equipped with pedestrian protection features.

2. The front fender has an upper portion of the wheel well of the vehicle and a rear portion of the wheel well. The upper portion of the front fender is fixed to the upper frame by the fixing member so as to be separable by the force applied to the vehicle body in the width direction. The front edge of the upper portion of the front fender is fixed to the bumper face of the vehicle or to the structural member of the vehicle body to which the bumper face is fixed, in front of the wheelhouse. The rear portion of the front fender is detachably fixed to the lower part of the A-pillar of the vehicle body located behind the wheelhouse, or to the front side panel of the vehicle body fixed to the lower part of the A-pillar, by being lifted upward from the vehicle body. A vehicle having a pedestrian protection function as described in claim 1.

3. The release extrusion mechanism is A shaft member is pivotally supported on the upper frame so as to be rotatable around a rotation axis along the longitudinal direction of the vehicle body, An extrusion member that protrudes radially from the shaft member and, as the shaft member rotates, contacts the inner surface of the front fender with respect to the upper portion of the front fender, It has, It has a rotational drive mechanism that rotates the aforementioned shaft member, The aforementioned rotary drive mechanism is By rotating the shaft member and the extrusion member, the extrusion member pushes the upper portion of the front fender outward from the inside, thereby releasing the fixing member from the front fender to the upper frame. A vehicle having a pedestrian protection function as described in claim 2.

4. The extruded member is held in the vehicle body in a position along the vertical direction of the vehicle body. The fixing member fixes the front fender to the upper frame by fixing the upper portion of the front fender to the extrusion member. A vehicle having a pedestrian protection function as described in claim 3.

5. The aforementioned rotary drive mechanism is The shaft member has a universal joint or elastic member connected to its axial front end, The shaft member is rotationally driven through the universal joint or elastic member, The aforementioned lifting mechanism is A pinion gear attached to the axial rear end of the shaft member, The system includes a rack gear that meshes with the pinion gear, and as the pinion gear rotates, it pushes upward the axial rear end of the shaft member. A vehicle having a pedestrian protection function according to claim 3 or 4.

Images