Vehicles with pop-up hoods

Abstract

To improve the pedestrian protection performance of vehicles. [Solution] A vehicle with a pop-up hood has a pop-up mechanism that pushes the left and right rear ends of the hood upwards towards the vehicle body when a pedestrian collides with the vehicle body, and a movable holding mechanism. The movable holding mechanism has a rail member that extends in the vehicle width direction on the underside of the rear end of the hood, and a movable holding member that is movable on the rail member in the vehicle width direction and holds the hood before it is pushed up by the pop-up mechanism at the moved position.

Description

Technical Field

[0001] This application mainly discloses a vehicle having a pop-up hood.

Background Art

[0002] Patent Document 1 discloses a vehicle having a pop-up hood. When the hood pops up, pedestrians who fall onto the hood can be protected.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, even if the hood is popped up as in Patent Document 1, it is difficult to say that pedestrian protection is perfect. For example, after falling onto the hood, a pedestrian may move from above the hood to the left or right side in the vehicle width direction of the vehicle body, or jump on the hood, and fall outside the vehicle width direction of the vehicle body. A pedestrian who falls off from above the hood collides with the road surface. Also, when falling off from above the hood, a pedestrian cannot control his / her own posture. Therefore, it is also conceivable that a pedestrian collides with the road surface while remaining in the posture of falling onto the hood.

[0005] Thus, the vehicle is required to improve pedestrian protection.

Means for Solving the Problems

[0006] A vehicle having a pop-up hood according to one embodiment of the present invention comprises a hood provided at the front of the vehicle body, a pop-up mechanism that pushes the left and right rear ends of the hood upward toward the vehicle body when a pedestrian collides with the vehicle body, and a movable holding mechanism, wherein the movable holding mechanism comprises a rail member extending in the vehicle width direction of the vehicle body below the rear end of the hood, and a movable holding member provided on the rail member so as to be movable in the vehicle width direction of the vehicle body, and which holds the hood before it is pushed up by the pop-up mechanism at the moved position. [Effects of the Invention]

[0007] In one embodiment of the present invention, a rail member extending in the width direction of the vehicle body is provided on the underside of the rear of a hood provided at the front of the vehicle body. Furthermore, the movable holding member of the movable holding mechanism is provided to be movable on the rail member. The movable holding member then holds the hood in its moved position before it is pushed up by the pop-up mechanism. The pop-up mechanism pushes the left and right rear ends of the hood, which are connected to the vehicle body by the movable holding member, upwards towards the vehicle body. As a result, the hood is pushed up on both sides in the vehicle width direction where it is held by the movable retaining member, causing it to pop up in a curved state that, when viewed from the front of the vehicle, has, for example, a roughly U-shaped cross-section. The hood, which pops up in a curved state with a roughly U-shaped cross-section, can prevent a pedestrian who falls onto the hood from falling off the hood to either side of the vehicle width direction. Pedestrians can be protected from falling off the hood to either side of the vehicle width direction and colliding with the road surface. In particular, in one embodiment of the present invention, the movable holding member of the movable holding mechanism holds the rear of the hood. Therefore, the hood is curved such that the rear of the hood has a roughly U-shaped cross-section compared to the front of the hood. As a result, even if a pedestrian were to fall off the hood on either side in the width direction of the vehicle body, the pedestrian would be less likely to fall off from the rear of the hood, which is pushed up higher, and would be more likely to fall off from the front of the hood. A pedestrian who falls onto the hood is more likely to fall off from the lower limbs. The pedestrian is less likely to fall off from the head or upper body. The pedestrian can be protected from falling off from the head or upper body and colliding with the road surface. Furthermore, in one embodiment of the present invention, the movable holding member of the movable holding mechanism holds the hood at a position moved in the vehicle width direction of the vehicle body. Therefore, the hood can be curved to a state suitable for corresponding to the collision direction in which a pedestrian collides with the vehicle body. The hood in one embodiment of the present invention is curved according to the collision direction of the pedestrian, making it possible to obtain pedestrian protection performance for multiple collision directions. In one embodiment of the present invention, it is expected that pedestrian protection for vehicles can be improved. [Brief explanation of the drawing]

[0008] [Figure 1] This is an explanatory diagram of the first type of collision between a vehicle and a pedestrian. [Figure 2] This is an explanatory diagram of a second type of collision between a vehicle and a pedestrian. [Figure 3] Figure 2 is an explanatory diagram illustrating the second collision scenario in which a pedestrian falls onto the road surface. [Figure 4] This is a schematic left side view illustrating the front body structure of a vehicle according to an embodiment of the present invention. [Figure 5] This is a schematic front view of an example of a left and right pop-up mechanism according to an embodiment of the present invention. [Figure 6] Figure 5 is a left side view of the pop-up mechanism. [Figure 7] Figure 5 shows the left side view of the pop-up mechanism in its first stage of operation. [Figure 8] It is a schematic rear view of an example of a mobile holding mechanism according to an embodiment of the present invention. [Figure 9] It is a schematic configuration diagram of an example of the mobile latch member of FIG. 8. [Figure 10] It is an explanatory diagram of a state in which a bar member is held by gripping with the mobile latch member of FIG. 9. [Figure 11] It is a rear view of a state in which the slider of the mobile holding mechanism of FIG. 8 has moved to the central position in the vehicle width direction of the vehicle body. [Figure 12] It is a rear view of a state in which the left and right pop-up mechanisms are operating in the first stage after FIG. 11. [Figure 13] It is a rear view of a state in which the mobile holding mechanism of FIG. 8 operates after FIG. 12 and the mobile latch member holds a bar member provided on the lower surface of the rear part of the hood. [Figure 14] It is a rear view of a state in which the left and right pop-up mechanisms are operating in the second stage after FIG. 13. [Figure 15] It is a schematic left side view of an example of the pop-up state of the hood after a series of operations shown in FIGS. 7 to 14. [Figure 16] 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 17] It is a flowchart of an example of pedestrian protection control executed by the control unit of FIG. 16. [Figure 18] It is an explanatory diagram of an example of the moving direction of a pedestrian on the hood that has popped up to the state of FIG. 15. [Figure 19] It is an explanatory diagram of an example of suppressing the dropping of a pedestrian from above the hood that has popped up to the state of FIG. 18. [Figure 20] [[ID=3�]]It is an explanatory diagram of an example of suppressing the dropping of a pedestrian when the mobile latch member holds the bar member of the hood at the right side position in the vehicle width direction of the vehicle body. [Figure 21] It is an explanatory diagram of an example of suppressing the dropping of a pedestrian when the mobile latch member holds the bar member of the hood at the left side position in the vehicle width direction of the vehicle body.

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiment, after explaining the outline, an explanation of the collision type between the vehicle and the pedestrian, the skeletal structure of the front part of the vehicle body, the left and right pop-up mechanisms, the movable holding mechanism, the operations of the left and right pop-up mechanisms and the movable holding mechanism, the pedestrian protection device of the vehicle, and an example of pedestrian protection in this embodiment will be described. Note that the descriptions and drawings of the following embodiments are examples of the invention disclosed in the present application and do not limit the invention disclosed in the present application.

[0010] (Overview) In vehicles, it is required to improve the protection performance for pedestrians. For example, a pedestrian who has collided with the vehicle body may fall onto the hood and then fall off to the left or right in the vehicle width direction of the vehicle body from above the hood. In this case, the pedestrian may be subjected to the impact when falling onto the hood and the impact when falling from above the hood onto the road surface. And a pop-up hood that pushes up the rear part of the hood provided at the front part of the vehicle body cannot prevent falling from above the hood onto the road surface. In one embodiment of the present invention, in order to suppress these impacts, when a pedestrian collides with the vehicle body, in addition to the left and right pop-up mechanisms that push up the left and right sides of the rear part of the hood upward in the vehicle body direction, it has a movable holding mechanism. The movable holding mechanism includes a rail member and a movable holding member. The rail member extends in the vehicle width direction of the vehicle body below the rear part of the hood. The movable holding member is provided on the rail member so as to be movable in the vehicle width direction of the vehicle body and holds the hood before being pushed up by the left and right pop-up mechanisms at the moved position. In one embodiment of the present invention, the movable holding member of the movable holding mechanism is moved to a predetermined position in the vehicle width direction on the rail member. At the moved position, the movable holding member holds the hood before it is pushed up by the left and right pop-up mechanisms. The left and right pop-up mechanisms push up the left and right rear ends of the hood, which are connected to the vehicle body by the movable holding member, upwards toward the vehicle body. As a result, the hood is pushed up on both sides in the vehicle width direction where it is held by the movable retaining member, causing it to pop up in a curved shape, such as having a roughly U-shaped cross-section when viewed from the front of the vehicle. The hood, which pops up in a curved shape with a roughly U-shaped cross-section, can prevent a pedestrian who falls onto the hood from falling off the hood to either side of the vehicle width direction. Pedestrians can be protected from falling off the hood to either side of the vehicle width direction and colliding with the road surface. In particular, in one embodiment of the present invention, the left and right pop-up mechanisms perform a first-stage upward movement of the hood and a second-stage upward movement of the hood. The first-stage upward movement of the hood is performed before the mobile holding mechanism holds the hood when a pedestrian collides with the vehicle body. The second-stage upward movement of the hood is performed after the mobile holding mechanism holds the hood. As a result, the vehicle in one embodiment of the present invention is expected to mitigate both the impact of the pedestrian falling onto the hood and the impact of the pedestrian falling onto the road surface from the hood.

[0011] (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 collision scenario between vehicle 1 and a pedestrian shown in Figure 2. Figure 3 is an explanatory diagram of the pedestrian falling onto the road surface 90 in the second collision scenario shown in Figure 2.

[0012] In the first collision scenario shown in Figure 1, the vehicle body 2 of vehicle 1 is moving straight forward. The pedestrian collides with the center of the vehicle in the width direction of vehicle 1 as it moves straight forward. In this case, after colliding with vehicle 1, the pedestrian moves backward to the rear of vehicle body 2 and falls onto the hood 3 located at the front of vehicle body 2. However, after falling onto hood 3, pedestrians may not be able to stay on hood 3 and could fall to the left or right side of vehicle body 2.

[0013] In the second collision scenario shown 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 vehicle's width direction, while moving towards the rear left of vehicle 2. In this case, after colliding with vehicle 1, the pedestrian falls onto the hood 3 of vehicle 1's body 2. However, after falling onto the hood 3, the pedestrian may fall to the left side of the vehicle 2, which is being steered to the right. The pedestrian will have difficulty staying on the hood 3. This situation can occur when a pedestrian walking on a crosswalk at an intersection collides with a vehicle 1 that is turning right. In particular, this second type of collision is likely to occur when the driver of vehicle 1 steers further to avoid the pedestrian. Furthermore, even when vehicle 1 steers to the left and turns left at an intersection, the pedestrian will collide with vehicle 2 while moving towards the rear right, at a position slightly to the right of the center of vehicle width in the direction of vehicle 1, which is being steered to the left. In this case, the pedestrian is likely to fall onto the hood 3 and then fall to the right side of vehicle 2, which is being steered to the left.

[0014] Furthermore, in the second collision scenario, as shown in Figure 3, a pedestrian standing on the hood 3 of the vehicle body 2 may be bounced up on the hood 3 and the pedestrian airbag before falling onto the road surface 90 from the height from which they were bounced. In this case, the pedestrian, having been bounced up on the hood 3, 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 bounced while maintaining this lowered posture. When a pedestrian falls onto the road surface 90 from a height above the hood 3 while in a lowered posture, the impact from the road surface 90 may be stronger than if they simply slid down from the hood 3.

[0015] Thus, when a pedestrian collides with the vehicle body 2, in addition to the primary impact from the collision with the vehicle body 2, a secondary impact from the collision with the road surface 90 may accumulate. In particular, if a person falls onto the road surface 90 with their head or upper body facing downwards, the pedestrian may experience a strong secondary impact from the collision with the road surface 90. Vehicle 1 is potentially required to mitigate the impact on pedestrians when colliding with vehicle body 2.

[0016] Vehicle 1 includes features such as deploying a pedestrian airbag above the hood 3 or popping up the rear of the hood 3. These measures make it possible to absorb the impact when a pedestrian collides with the hood 3. However, even if the rear of the hood 3 is simply popped up or a pedestrian airbag is deployed above the hood 3, there remains a possibility that the pedestrian could fall from the top of the hood 3 to the sides of the hood 3. Furthermore, pedestrians cannot control their posture when they fall off the hood 3. Therefore, it is possible that pedestrians may collide with the road surface 90 with their head or upper body while lying on top of the hood 3.

[0017] Thus, vehicle 1 is required to improve pedestrian protection.

[0018] (Example of the skeletal structure of the front part of a vehicle's body) Next, we will describe an example of the skeletal structure of the front part of the vehicle body 2 of vehicle 1. Figure 4 is a schematic left side view illustrating the front body 2 structure of vehicle 1 according to an embodiment of the present invention. In the following explanation, the terms front, back, left, right, up, and down will be used based on vehicle body 2 as shown in the diagram.

[0019] According to an embodiment of the present invention, vehicle 1 has a plurality of skeletal structural members at the front of the vehicle body 2. Figure 4 shows the plurality of skeletal structural members as left and right front pillars 10, left and right upper side members 11, left and right link members 12, and radiator frame 13. The front pillar 10 is erected at the front corner of the passenger compartment of the vehicle body 2. The upper side member 11 extends in the longitudinal direction of the vehicle body 2. The rear end of the upper side member 11 is joined to the vertical center of the front pillar 10. The radiator frame 13 is located on the rear side of the front of the vehicle body 2. The radiator frame 13 may be a frame with a roughly rectangular shape. The link member 12 is joined to the front end of the upper side member 11 and the radiator frame 13, connecting the upper side member 11 and the radiator frame 13. The vehicle body 2 has such a front skeletal structure. The front lights 5 and other components provided on the front of the vehicle body 2 may be fixed to, for example, a link member 12. The hood 3 is then mounted on the front skeletal structure of the vehicle body 2, which consists of the left and right upper side members 11, the left and right link members 12, and the radiator frame 13.

[0020] (Example of left and right pop-up mechanism) Next, I will first explain examples of left and right pop-up mechanisms. The left and right pop-up mechanisms of this embodiment have a two-stage lifting function: a first stage that pushes the left and right rear sides of the hood 3 upward when a pedestrian collides with the vehicle body 2, and a second stage that further pushes the left and right rear sides of the hood 3 upward. Due to the lifting in the second stage, the height of the left and right rear sides of the hood 3 becomes higher than the height in the first stage. Here, the height to which the hood 3 is pushed up in the first stage should be such that it can protect pedestrians who fall onto the hood 3. Furthermore, the height to which the hood 3 is pushed up in the second stage should basically be higher than the height in the first stage. In the second stage, the height to which the hood 3 is pushed up on the left and right sides may be the same or different. When operating in combination with the movable holding mechanism 40 described later, the height to which the hood 3 is pushed up may be different on the left and right sides depending on the collision situation between the pedestrian and the vehicle body 2.

[0021] Figure 5 is a schematic front view of an example of the left and right pop-up mechanisms 20 according to an embodiment of the present invention. Figure 6 is a left side view of the pop-up mechanism 20 shown on the left in Figure 5.

[0022] Furthermore, in order to enable the hood 3 to be opened and closed, the vehicle 1 of this embodiment has a front holding mechanism 30 that releasably connects the front edge of the hood 3 to the radiator frame 13. The front holding mechanism 30 has a front latch member 31 and a front striker member 32, and releasably connects the front edge of the hood 3 to the radiator frame 13. The front latch member 31 is provided so as to protrude upward from the center of the upper surface of the radiator frame 13. The front striker member 32 protrudes downward from the center in the vehicle width direction of the front edge of the hood 3. By engaging the front striker member 32 and the front latch member 31, the front part of the hood 3 is connected to the radiator frame 13 of the vehicle 1. By operating a lever (not shown) of the front holding mechanism 30 and lifting the front edge of the hood 3, the front striker member 32 separates upward from the front latch member 31. By lifting the front edge of the hood 3 in this state, the connection between the front edge of the hood 3 and the radiator frame 13 is released.

[0023] The left and right pop-up mechanisms 20 are provided on the left and right sides of the rear of the hood 3, respectively. The left pop-up mechanism 20 includes, as the left hinge mechanism, a left body hinge member 22 that protrudes upward from the rear end portion of the left upper side member 11, and a left hood hinge member 21 that protrudes downward from the central portion of the left edge of the hood 3. The left hood hinge member 21 is provided on the hood 3 so as to be located in front of the left body hinge member 22 when the hood 3 is closed. The left body hinge member 22 and the left body hinge member 22 are rotatably connected by a left link arm member 23. The left link arm member 23 is rotatable around the left body hinge member 22. The left link arm member 23 is rotatable around the left hood hinge member 21. Furthermore, a left locking member 24 is provided on the underside of the hood 3, behind the left hood hinge member 21, to lock the left link arm member 23. The left locking member 24 is formed, for example, in a substantially L-shape in cross-section, with the outward-facing L-shaped tip in the vehicle width direction positioned below the left link arm member 23. This holds the left link arm member 23 in a constant position relative to the hood 3. The left link arm member 23 is held along the hood 3 and can rotate together with the hood 3 around the left vehicle body hinge member 22 without rotating around the left hood hinge member 21. The right pop-up mechanism 20 includes, as the right hinge mechanism, a right body hinge member 22 that protrudes upward from the rear end portion of the right upper side member 11, a right hood hinge member 21 that protrudes downward from the central portion of the right edge of the hood 3, a right link arm member 23, and a right locking member 24. The configuration and function of these components of the right pop-up mechanism 20 may be the same as the components of the same name in the left pop-up mechanism 20.

[0024] These left and right hinge mechanisms connect the rear of the hood 3 to the left and right upper side members 11. The hood 3 can be opened and closed by rotating around the left and right vehicle body hinge members 22 together with the left and right link arm members 23 under normal conditions. The hood 3 can be opened upwards from the closed state shown in Figures 5 and 6 by releasing the front holding mechanism 30, as indicated by the dashed arrow in Figure 6.

[0025] Furthermore, the left pop-up mechanism 20 has a left pop-up cylinder 25 in addition to the left hinge mechanism. The left pop-up cylinder 25 is fixed to the left upper side member 11 in front of the left body hinge member 22. The left pop-up cylinder 25 pushes the left pop-up rod 26 upward in two stages. The upper end of the left pop-up rod 26 is provided with a left contact member 27 that contacts the lower surface of the hood 3. The right pop-up mechanism 20 has a right pop-up cylinder 25 in addition to the right hinge mechanism. The right pop-up cylinder 25 is fixed to the right upper side member 11 in front of the right body hinge member 22. The right pop-up cylinder 25 pushes the right pop-up rod 26 upward in two stages. The upper end of the right pop-up rod 26 is provided with a right contact member 27 that contacts the lower surface of the hood 3. Here, the contact member 27 is pressed against the lower surface of the hood 3 when the hood 3 is pushed up, as will be described later. The contact member 27 should have a surface that slides smoothly on the lower surface of the hood 3 when it is pressed against the lower surface of the hood 3.

[0026] Figure 7 is a left side view of the pop-up mechanism 20 shown on the left in Figure 5, in the first stage of operation. The left and right pop-up mechanisms 20 first activate the left and right pop-up cylinders 25 in the first stage when a pedestrian collides with the vehicle body 2. This releases the locking between the left and right locking members 24 and the left and right link arm members 23. The rear of the hood 3 is pushed upwards towards the vehicle body 2, as shown in Figure 7. The hood 3 can pop up into a rear-up position. Because a space is created beneath the popped-up hood 3, it can deform under the weight of a pedestrian falling onto the hood 3, absorbing the impact on the pedestrian. Furthermore, as shown in Figure 7, the left and right pop-up mechanisms 20 perform a first-stage upward movement of the hood 3 before the movable holding mechanism 40, described later, grips and holds the hood 3 when a pedestrian collides with the vehicle body 2.

[0027] (Example of a movable holding mechanism) Next, an example of the movable holding mechanism 40 will be described. Figure 8 is a schematic rear view of an example of a movable holding mechanism 40 according to an embodiment of the present invention.

[0028] The movable holding mechanism 40 in Figure 8 consists of a rail member 43, a slider 44, a push-up rod 45, a movable latch member 46 as a movable holding member, and a bar member 42. The rail member 43 is provided so as to extend in the width direction of the vehicle body 2. As shown in Figure 6, the rail member 43 may be provided so as to span between the left and right upper side members 11 of the vehicle body 2. The slider 44 is mounted on the rail member 43 so as to be movable in the vehicle width direction. In Figure 8, the slider 44 of the movable holding mechanism 40 is in the left position. The push-up rod 45 is mounted on the slider 44 so as to be movable in the vertical direction. The movable latch member 46 is provided at the upper end of the push-up rod 45. The bar member 42 is provided so as to extend in the vehicle width direction relative to the lower surface of the rear of the hood 3. In Figure 7, the bar member 42 is stretched between the left and right holders 41 which are provided protruding downward from both left and right edges of the rear of the hood 3. The bar member 42 is positioned on the lower rear surface of the hood 3, directly above the movable latch member 46 when the hood 3 is pushed up in the first stage, as shown in Figure 7. Furthermore, the bar member 42 may be fixed to the hood 3 not only at the left and right holders 41, but also at other points. For example, as will be described later in Figure 14, it is desirable that the bar member 42 and the hood 3 be curved in the same way. In order to align the curvature of the hood 3 with the curvature of the bar member 42, the bar member 42 may be fixed to the hood 3 not only at both its left and right ends, but also at the center position in the vehicle width direction, the left position, the right position, or around these positions. Also, the left and right pop-up rods 26 may not directly push up the left and right sides of the hood 3 as shown in Figure 15, which will be described later, but may push up the left and right sides of the bar member 42, or push up the left and right sides of the hood 3 together with the left and right sides of the bar member 42.

[0029] Figure 9 is a schematic diagram of an example of the movable latch member 46 shown in Figure 8. Figure 9 also shows a bar member 42 provided on the lower rear surface of the hood 3. Figure 10 is an explanatory diagram showing the state in which the bar member 42 is held by gripping it with the movable latch member 46 shown in Figure 9.

[0030] As shown in Figures 9 and 10, the movable latch member 46, which serves as a movable holding member, has a latch body 51 and a pair of gripping arms 52. The latch body 51 is, for example, a roughly rectangular case fixed to the upper end of the push-up rod 45. The gripping arm 52 has a concave curved shape that grips the bar member 42 to be gripped from both the front and rear sides. The pair of gripping arms 52 are mounted so as to be rotatable coaxially with respect to the latch body 51, with their concave parts facing each other. The pair of gripping arms 52 are open under normal conditions, before a pedestrian is struck, as shown in Figure 9. The pair of gripping arms 52 close as shown in Figure 10 when the push-up rod 45 is pushed up, causing the bar member 42 to fit between their respective recesses. As a result, the pair of gripping arms 52 grip the bar member 42 on which the hood 3 is provided. The movable latch member 46 then holds the bar member 42 on the hood. It is preferable that the pair of gripping arms 52 be configured to maintain the closed state once closed, as shown in Figure 10, by means of biasing members such as springs or engagement mechanisms (not shown).

[0031] (Example of operation of the left and right pop-up mechanisms and the movable holding mechanism) Next, the operation of the left and right pop-up mechanisms 20 and the movable holding mechanism 40 will be described.

[0032] Figure 11 is a rear view showing the slider 44 of the movable holding mechanism 40 in Figure 8 in a state where it has moved to the central position in the vehicle width direction of the vehicle body 2. When a pedestrian collides with the vehicle body 2, the slider 44 of the movable holding mechanism 40 moves, for example, from the left position in Figure 8 to the central position in the vehicle width direction in Figure 11, depending on the direction of the pedestrian's collision with the vehicle body 2, as will be described later. In this way, the slider 44 moves in the vehicle width direction on the rail member 43 according to the direction of the pedestrian's collision with the vehicle body 2.

[0033] Figure 12 is a rear view showing the left and right pop-up mechanisms 20 in their first stage of operation, following the events in Figure 11. As shown in Figure 12, when the slider 44 of the movable holding mechanism 40 is moved to a position corresponding to the direction of collision of the pedestrian with the vehicle body 2, the left and right pop-up mechanisms 20 push up the pop-up rod 26 to the first height position. As a result, the rear of the hood 3 is pushed upward. In this way, the left and right pop-up mechanisms 20 perform a first-stage upward movement of the hood 3 before the movable holding mechanism 40 grips and holds the hood 3 when a pedestrian collides with the vehicle body 2.

[0034] Figure 13 is a rear view showing the state after Figure 12, where the movable holding mechanism 40 of Figure 8 is activated and the movable latch member 46 is holding the bar member 42 provided on the lower rear surface of the hood 3. With the hood 3 pushed up to the first stage by the left and right pop-up mechanisms 20, the movable holding mechanism 40 operates and pushes the push-up rod 45 upward from the slider 44. The movable latch member 46 rises together with the push-up rod 45 and grips the bar member 42 directly above the movable latch member 46. In the example in Figure 13, the movable latch member 46 grips the center of the bar member 42 in the vehicle width direction. The slider 44 of the movable holding mechanism 40 is mounted on the rail member 43 so as to be movable in the vehicle width direction of the vehicle body 2. Therefore, the movable latch member 46 of the movable holding mechanism 40 can hold the hood 3 before it is pushed up by the left and right pop-up mechanisms 20 at the position of the slider 44 which has moved on the rail member 43.

[0035] Figure 14 is a rear view showing the state after Figure 13, where the left and right pop-up mechanisms 20 are operating in the second stage. As shown in Figure 14, the left and right pop-up mechanisms 20 perform a second-stage pushing operation of the pop-up rods 26 while the movable latch members 46 of the movable holding mechanism 40 are gripping the bar members 42, as shown in the example in Figure 13. As a result, the left and right rear sides of the hood 3 are pushed upward. In the example in Figure 14, the left and right rear sides of the hood 3 are pushed up to the same height by the pop-up rods 26 of the left and right pop-up mechanisms 20. In this way, the left and right pop-up mechanisms 20 perform the second-stage pushing-up operation of the hood 3 after the movable holding mechanism 40 has gripped the hood 3.

[0036] The pop-up mechanism 20 pushes up the pop-up rod 26 in two stages. The pop-up cylinder 25 of the pop-up mechanism 20 may be equipped with, for example, an inflator capable of generating high-pressure gas in multiple cycles. Furthermore, as will be described later, the left and right rear ends of the hood 3 may be pushed up to different heights depending on the position in the vehicle width direction of the movable latch member 46 that grips the bar member 42. The high-pressure gas generated by the inflator can adjust the amount of upward pressure on the hood 3 depending on the degree of resistance to the upward pressure on the hood 3.

[0037] Figure 15 is a schematic left side view of an example of the popped-up state of hood 3 after the series of operations shown in Figures 7 to 14. The movable latch member 46, as in Figure 14, holds the bar member 42, which is provided on the lower surface of the rear of the hood 3, by gripping it at the center of the vehicle body 2 in the vehicle width direction. In this way, the left and right pop-up mechanisms 20 and the movable holding mechanism 40 work together, allowing the hood 3 to pop up in a rearward-up position. Furthermore, the left and right sides of the rear of hood 3 are pushed up higher than the center of the rear of hood 3. As a result, the hood 3 can pop up in a state in which at least the rear portion is deformed into a roughly U-shaped cross-section, with the left and right sides higher than the center of the hood 3 in the vehicle width direction, as shown in Figure 14. The bar member 42, which is held by the movable latch member 46 below the hood 3, also deforms to curve into a roughly U-shape, similar to the hood 3.

[0038] (Examples of pedestrian protection devices on vehicles) Next, an example of a pedestrian protection device 60 having the left and right pop-up mechanisms 20 and the movable holding mechanism 40 described above will be explained. Figure 16 is a diagram showing an example of a pedestrian protection device 60 for a vehicle 1 according to an embodiment of the present invention. The pedestrian protection device 60 of vehicle 1 in Figure 16 includes a front camera 61, a collision sensor 62, a hood load sensor 63, left and right pop-up mechanisms 20, a movable holding mechanism 40, a movable actuator 64, and a control unit 65 to which these are connected.

[0039] The front camera 61 captures a wide-angle image of the front of the vehicle 1. The front camera 61 may consist of a single camera or multiple cameras. Such a front camera 61 can detect pedestrians in the direction of travel of the vehicle 2 by capturing images.

[0040] The collision sensor 62 detects the impact acting on the vehicle body 2 due to a collision with a pedestrian or the like. The collision sensor 62 may be, for example, an acceleration sensor. The collision sensor 62, which is an acceleration sensor, may determine that an impact due to a collision is acting on the vehicle body 2 when the sensor's detected value is above a predetermined threshold.

[0041] The hood load sensor 63 is a sensor that detects when a pedestrian's load is applied to the hood 3. The hood load sensor 63 may be a strain sensor that detects deformation of the hood 3 due to a pedestrian's load and outputs a detection signal. As shown in Figure 7, such a hood load sensor 63 may be provided in the central part of the underside of the hood 3 in the front-rear direction and the vehicle width direction. This central part of the hood 3 is easily deformed when a pedestrian falls onto the hood 3. The hood load sensor 63 may also output detection signals to the left and right pop-up mechanisms 20, as indicated by the dashed arrows in Figure 16.

[0042] The movable actuator 64 moves the slider 44 of the movable holding mechanism 40. The movable actuator 64 constitutes part of the movable holding mechanism 40.

[0043] The control unit 65 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 65 that controls the overall operation of the pedestrian protection device 60 shown in the figure. The control unit 65 is connected to a front camera 61 (which acts as a sensor), a collision sensor 62, left and right pop-up mechanisms 20, a movable holding mechanism 40, and a movable actuator 64. The control unit 65 predicts and detects a collision between the vehicle 1 and a pedestrian, as shown in Figures 1 and 2, based on, for example, the image captured by the front camera 61 or the detection value of the collision sensor 62, and performs pedestrian protection control. In pedestrian protection control, the control unit 65 performs pedestrian protection control according to the direction of the collision in which the pedestrian collides with the vehicle 1. In pedestrian protection control, the control unit 65 controls the operation of the left and right pop-up mechanisms 20, the movable holding mechanism 40, and the movable actuator 64.

[0044] Figure 17 is a flowchart of an example of pedestrian protection control performed by the control unit 65 in Figure 16. The control unit 65 repeatedly executes the pedestrian protection control shown in Figure 17 to protect pedestrians.

[0045] In step ST1, the control unit 65 determines whether or not a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted. For example, if the control unit 65 detects a pedestrian in front of the vehicle in the image captured by the front camera 61, 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 towards the vehicle's path, the control unit 65 determines that there is a possibility of collision with the pedestrian in the vehicle's direction of travel. In this case, the control unit 65 proceeds to step ST2. In all other cases, the control unit 65 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 61, or if the pedestrian in the image is moving away from the vehicle's path, the control unit 65 determines that there is no possibility of collision with a pedestrian and repeats this process.

[0046] In step ST2, the control unit 65 estimates the direction of collision between the pedestrian, whose collision was predicted in step ST1, and the vehicle body 2. For example, as shown in Figure 1, if a pedestrian approaches the vehicle 1 from the front while the vehicle 1 is moving straight, the control unit 65 estimates that the collision will occur with the pedestrian in a direction that is aligned with the rear of the vehicle 2. In contrast, as shown in Figure 2, when vehicle 1 is steered to the right and a pedestrian approaches vehicle 1 from the front, the control unit 65 estimates that the pedestrian will collide with vehicle 1 from a direction slightly to the left of vehicle 1 rather than from the rear of vehicle 2. Furthermore, contrary to Figure 2, if vehicle 1 is steered to the left and a pedestrian approaches vehicle 1 from the front, the control unit 65 estimates that the pedestrian will collide with vehicle 1 from a direction slightly to the right of vehicle 1 rather than from the rear of vehicle 2. The control unit 65 may estimate the direction in which a pedestrian is approaching the vehicle based on the relative position changes and movements of the pedestrian with respect to the vehicle in multiple captured images. The direction in which a pedestrian is approaching the vehicle may be the collision direction in which a pedestrian who is in the direction of travel of the vehicle body 2 collides with the vehicle body 2.

[0047] In step ST3, the control unit 65 determines whether the collision direction estimated in step ST2 is a collision direction along the rear direction of the vehicle body 2. Here, the collision direction along the rear of the vehicle body 2 may be defined as a direction within an angular range of, for example, 30 degrees, centered on the longitudinal direction of the vehicle body 2. Then, if the collision direction estimated in step ST2 is a collision direction along the rear direction of the vehicle body 2, the control unit 65 proceeds to step ST4. If the collision direction estimated in step ST2 is not a collision direction along the rear of the vehicle body 2, the control unit 65 proceeds to step ST5.

[0048] In step ST4, the control unit 65 moves the slider 44 of the movable holding mechanism 40 in the vehicle width direction using the movable actuator 64, and moves it to the central position in the vehicle width direction as shown in Figure 11. Subsequently, the control unit 65 proceeds to step ST6.

[0049] In step ST5, the control unit 65 moves the slider 44 of the movable holding mechanism 40 in the vehicle width direction using the movable actuator 64, moving it to a position on the opposite side of the vehicle width direction from the estimated collision direction. For example, if it is estimated that a pedestrian will be hit by vehicle 1 from the rear and the collision direction will be slightly to the left of vehicle 1, the control unit 65 moves the slider 44 of the movable holding mechanism 40 to the right of the central position in Figure 11. Conversely, if it is estimated that the pedestrian will be struck by the vehicle 1 from a direction slightly to the right of the vehicle 1 rather than from behind, the control unit 65 moves the slider 44 of the movable holding mechanism 40 to the left of the central position in Figure 11. Furthermore, the amount of movement from the central position for the right or left position may be fixed, or it may change according to, for example, the angular difference with respect to the rear direction in relation to the collision direction.

[0050] In step ST6, the control unit 65 determines whether or not a collision between the vehicle 1 (the vehicle itself) and a pedestrian has been detected. For example, if the collision sensor 62 detects a collision with the vehicle 1, the control unit 65 may determine that a collision between the vehicle 1 and a pedestrian has been detected. In this case, the control unit 65 proceeds to step ST7. In response to this, if the collision sensor 62 does not detect a collision with the vehicle 1, the control unit 65 repeats the process as if no collision had been detected.

[0051] In step ST7, the control unit 65 operates the left and right pop-up mechanisms 20 in the first stage. As a result, the hood 3 pops up as shown in the examples in Figures 7 and 12. The hood 3 becomes deformable to absorb the impact of a pedestrian falling onto it.

[0052] In step ST8, the control unit 65 activates the movable holding mechanism 40. The movable holding mechanism 40 pushes the push-up rod 45 upward while the slider 44 is in the position of step ST4 or step ST5. The movable latch member 46 grips the bar member 42 provided on the hood 3 which has been pushed up in the first stage, as shown in the example in Figure 13.

[0053] In step ST9, the control unit 65 determines whether the hood load sensor 63 has detected the pedestrian's load. When a pedestrian falls onto the hood 3, which has been pushed up to the first stage, the hood load sensor 63 detects the pedestrian's load. If the hood load sensor 63 does not detect the load of a pedestrian, the control unit 65 repeats this process. Then, when the hood load sensor 63 detects the load of a pedestrian, the control unit 65 proceeds to step ST10.

[0054] In step ST10, the control unit 65 operates the left and right pop-up mechanisms 20 in the second stage. As a result, the hood 3 pops up as shown in the examples in Figures 14 and 15. For example, in the example in Figure 14, the hood 3 pops up in a deformed state such that it has a roughly U-shaped cross-section, with the left and right portions being higher than the central portion in the vehicle width direction of the hood 3. In this manner, the left and right pop-up mechanisms 20 perform the first-stage push-up operation of the hood 3, the movable holding mechanism 40 holds the hood 3, and when the hood load sensor 63 detects the load of a pedestrian, the second-stage push-up operation of the hood 3 is performed.

[0055] (Example of pedestrian protection in this embodiment) Next, an example of pedestrian protection in this embodiment will be described. In this embodiment, the hood 3 can absorb the impact of a pedestrian falling onto the hood 3 through the first stage of upward pushing. Furthermore, the hood 3 of this embodiment can be deformed by the second stage of pushing up so that at least the rear part of the hood 3 has a substantially U-shaped cross-section. The hood 3 that deforms into a substantially U-shaped cross-section can prevent the hood 3 from falling off to the left or right side for a pedestrian who falls onto it.

[0056] Figure 18 is an explanatory diagram illustrating an example of a pedestrian's direction of movement on the popped-up hood 3 as shown in Figure 15. Figure 19 is an explanatory diagram illustrating an example of preventing pedestrians from falling out from above the popped-up hood 3, as shown in Figure 18. In Figures 18 and 19, the slider 44 is positioned in the center of the vehicle width direction for pedestrians who collide with the vehicle body 2 along the rearward direction. Additionally, the hood 3 pops up in a state where it has deformed into a roughly U-shaped cross-section, with the left and right sides higher than the central part in the vehicle width direction, due to a second-stage upward push after the pedestrian falls onto the hood 3. Therefore, after a pedestrian falls onto the hood 3, it becomes difficult for them to fall off to the left or right side of the elevated hood 3, as indicated by the arrows in the diagram. If a pedestrian falls onto the hood 3 and wants to move from the central part of the hood 3 to the left or right side, they will need to climb onto the hood 3, and will essentially be able to stay in the central part of the hood 3 in the vehicle-width direction. Furthermore, even if a pedestrian were to slip off the left or right side of the hood 3, the left and right sides of the rear of the hood 3 are pushed up high, making it easier for the pedestrian to slip off from the front side of the hood 3. As a result, the pedestrian can slip off from the lower limb side, as shown by the dashed line in Figure 18. The pedestrian is less likely to slip off from the head or upper body side, as shown in Figure 3.

[0057] Figure 20 is an explanatory diagram illustrating an example of preventing a pedestrian from falling out when the movable latch member 46 holds the bar member 42 of the hood 3 at the right side position in the vehicle width direction of the vehicle body 2. In Figure 20, the slider 44 is positioned on the right side of the vehicle width direction to protect pedestrians who collide with the vehicle body 2 from the rear, with the collision direction being slightly to the left of the vehicle 1. Furthermore, the hood 3 pops up in a state where, after the pedestrian falls onto the hood 3, the left and right sides of the hood 3 are higher than the central part in the vehicle width direction, and the left side is higher than the right side, resulting in a roughly U-shaped cross-section. Therefore, after a pedestrian falls onto hood 3, it becomes difficult for them to fall off to the left side of hood 3, which is higher, as shown by the arrow in the diagram. If a pedestrian falls onto hood 3 and moves to the left from the center of hood 3 with the momentum of the leftward collision direction, they will need to climb onto hood 3, and can essentially remain on top of hood 3. The left side of the rear of hood 3 is pushed up higher than the right side. Furthermore, even if a pedestrian were to slip off the left side of the hood 3, the left rear side of the hood 3 is pushed higher than the right side, making it easier for the pedestrian to slip off the front side of the hood 3. As a result, the pedestrian can slip off from the lower limb side. As shown in Figure 3, the pedestrian is less likely to slip off from the head or upper body side.

[0058] Figure 21 is an explanatory diagram illustrating an example of preventing pedestrians from falling out when the movable latch member 46 holds the bar member 42 of the hood 3 at the left side position in the vehicle width direction of the vehicle body 2. In Figure 21, the slider 44 is positioned on the left side of the left side in the vehicle width direction for pedestrians colliding with the vehicle body 2 from the rear, with the collision direction being slightly to the right of the vehicle 1. Furthermore, the hood 3 pops up in a state where, after the pedestrian falls onto the hood 3, the left and right sides of the hood 3 are higher than the central part in the vehicle width direction, and the right side is higher than the left side, resulting in a roughly U-shaped cross-section. After a pedestrian falls onto hood 3, it becomes difficult for them to fall off to the right of hood 3, which is higher, as shown by the arrow in the diagram. If a pedestrian, after falling onto hood 3, moves to the right from the center of hood 3 with the momentum of the collision direction to the right, they will need to climb onto hood 3 and can essentially remain on top of hood 3. The right rear side of hood 3 is pushed higher than the left side. Furthermore, even if a pedestrian were to slip off the right side of hood 3, the right side of the rear of hood 3 is pushed higher than the left side, making it easier for the pedestrian to slip off the front side of hood 3. As a result, the pedestrian can slip off from the lower limb side. As shown in Figure 3, the pedestrian is less likely to slip off from the head or upper body side.

[0059] (effect) As described above, in this embodiment, a rail member 43 extending in the width direction of the vehicle body 2 is provided on the lower side of the rear of the hood 3, which is provided on the front of the vehicle body 2 of the vehicle 1. In addition, the movable latch member 46, which serves as a movable holding member of the movable holding mechanism 40, is provided to be movable on the rail member 43. The movable latch member 46, acting as a movable holding member, grips and holds the hood 3 in its moved position before it is pushed up by the left and right pop-up mechanisms 20. When a pedestrian collides with the vehicle body 2, the left and right pop-up mechanisms 20 push up the left and right rear ends of the hood 3, which is connected to the vehicle body 2 by the movable latch member 46, upwards from the vehicle body 2. As a result, the hood 3 is pushed up on both sides in the vehicle width direction where it is held by the movable latch member 46, and pops up in a curved state such that it has, for example, a roughly U-shaped cross-section when viewed from the front of the vehicle body 2. The hood 3, which pops up in a curved state with a roughly U-shaped cross-section, can prevent a pedestrian who has fallen onto the hood 3 from falling off the hood 3 to either side of the vehicle body 2 in the vehicle width direction. Pedestrians can be protected from falling off the hood 3 to either side of the vehicle body 2 in the vehicle width direction and colliding with the road surface 90. In particular, in this embodiment, the movable latch member 46 of the movable holding mechanism 40 holds the rear of the hood 3. Therefore, the rear of the hood 3 is curved to have a roughly U-shaped cross-section compared to the front of the hood 3. As a result, even if a pedestrian were to fall off the hood 3 to either the left or right side in the width direction of the vehicle body 2, the pedestrian would be less likely to fall off from the rear side of the hood 3, which is pushed up higher, and more likely to fall off from the front side of the hood 3. A pedestrian who falls onto the hood 3 would be more likely to fall off from the lower limb side. The pedestrian would be less likely to fall off headfirst or with their upper body facing downwards. The pedestrian could be protected from colliding with the road surface 90 headfirst or with their upper body facing downwards. Furthermore, in this embodiment, the movable latch member 46 of the movable holding mechanism 40 holds the hood 3 at a position moved in the vehicle width direction of the vehicle body 2. Therefore, the hood 3 can be curved to a state suitable for corresponding to the collision direction in which a pedestrian collides with the vehicle body 2. The hood 3 in this embodiment curves according to the collision direction of the pedestrian, making it possible to obtain pedestrian protection performance for multiple collision directions. In this embodiment, it is expected that pedestrian protection for vehicle 1 will be improved.

[0060] In this embodiment, the left and right pop-up mechanisms 20 perform a first-stage push-up operation of the hood 3 before the movable holding mechanism 40 holds the hood 3. As a result, the hood 3 is held by the movable holding mechanism 40 in a state where it has popped up slightly and is creating space beneath it. This allows pedestrians to fall onto the hood 3, which has space underneath it. The hood 3 can deform using the space underneath it, absorbing the impact on the pedestrian. Furthermore, the left and right pop-up mechanisms 20 perform a second-stage upward movement of the hood 3 after the movable holding mechanism 40 has held the hood 3. This allows the hood 3 to pop up, for example, in a roughly U-shaped cross-section, and also prevents pedestrians who have fallen onto the hood 3 from falling off to either side in the vehicle width direction. Pedestrians can be protected from collision with the hood 3 and from falling off to either side of the vehicle body 2.

[0061] In this embodiment, after the left and right pop-up mechanisms 20 perform the first-stage push-up operation of the hood 3, when the hood load sensor 63 detects the load of a pedestrian, they perform the second-stage push-up operation of the hood 3. As a result, the left and right pop-up mechanisms 20 can catch the pedestrian falling while the hood 3 is popped up in the first stage, and then pop up the hood 3 so that it deforms into, for example, a roughly U-shaped cross section. When the hood 3 catches the pedestrian falling, it is not curved into a roughly U-shaped cross section, and can catch the load of the pedestrian falling onto the hood 3. Moreover, after the pedestrian falls onto the hood 3, the hood 3 remains popped up and deforms into, for example, a roughly U-shaped cross section, thus preventing the pedestrian who fell onto the hood 3 from falling off.

[0062] In this embodiment, the hood 3 is provided with a bar member 42 extending in the vehicle width direction of the vehicle body 2 on the rear lower surface of the hood 3. The movable holding mechanism 40 operates when it has moved along the rail member 43 in the vehicle width direction to hold the bar member 42. As a result, the hood 3 can be held at any position in the vehicle width direction and can bend into a cross-section such as a roughly U-shape at the held position. The hood 3 can also bend into a cross-section such as a roughly U-shape to correspond to the direction of impact, even if a pedestrian in the direction of travel of the vehicle body 2 collides with the vehicle body 2 at any position in the vehicle width direction.

[0063] In this embodiment, the control unit 65 estimates the collision direction in which a pedestrian in the direction of travel of the vehicle body 2 will collide with the vehicle body 2, based on the detection of sensors such as a front camera 61 capable of detecting pedestrians in the direction of travel of the vehicle body 2. The control unit 65 then moves the movable holding mechanism 40 on the rail member 43 to a position on the opposite side in the vehicle width direction from the estimated collision direction. If the control unit 65 estimates, based on the detection of sensors such as the front camera 61, that the pedestrian will collide with the vehicle body 2 in a collision direction along the rear direction, it moves the movable holding mechanism 40 to the central position in the vehicle width direction. In this case, the hood 3 curves into a substantially U-shaped cross-section. Furthermore, if the control unit 65 estimates, based on detection by sensors such as the front camera 61, that a pedestrian will collide with the vehicle 1 from the rear in a direction that is to the left of the vehicle 1, the control unit 65 moves the movable holding mechanism 40 to the right of the center position. In this case, the left portion of the hood 3 is pushed up higher than the right portion of the hood 3. Even if the pedestrian falls onto the hood 3 and then moves in the leftward collision direction, it becomes difficult for them to fall outwards in the vehicle width direction from that collision direction. Furthermore, if the control unit 65 estimates, based on detection by sensors such as the front camera 61, that a pedestrian will collide with the vehicle 1 from the rear in a direction that is to the right of the vehicle 1, the control unit 65 moves the movable holding mechanism 40 to the left of the center position. In this case, the right portion of the hood 3 is pushed up higher than the left portion of the hood 3. Even if the pedestrian falls onto the hood 3 and then moves in the direction of the collision to the right, it becomes difficult for them to fall outwards in the vehicle width direction from that collision direction. As a result, even if a pedestrian in the direction of travel of the vehicle body 2 collides with the vehicle body 2 at any point in the vehicle width direction, the hood 3 can bend into a roughly U-shape or similar cross-section at a position opposite to the direction of collision in the vehicle width direction. The hood 3 can prevent the pedestrian from falling outwards in the vehicle width direction, at least from the rear of the hood 3.

[0064] (modified version) 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.

[0065] In the embodiment described above, the movable latch member 46 of the movable holding mechanism 40 moves upward together with the push-up rod 45 after the hood 3 has been pushed up to the first stage, and holds the bar member 42 provided on the hood 3. In addition, for example, the movable holding mechanism 40 may hold the bar member 42 before the hood 3 is pushed up to the first stage. The movable holding mechanism 40 may be a loop-shaped tape member of a length that can reach the height of the bar member 42 in the first stage, instead of the movable latch member 46 and the push-up rod 45 in the embodiment described above. The loop-shaped tape member may be attached to the slider 44. In this case, the loop-shaped tape member will always hold the bar member 42. Furthermore, the loop-shaped tape member can move in the vehicle width direction as the slider 44 moves in the vehicle width direction. In this case, the process of step ST18 in Figure 17 is unnecessary.

[0066] In the embodiment described above, the slider 44 of the movable holding mechanism 40 moves along the rail member 43. The rail member 43 is provided specifically for the movement of the slider 44. In addition, for example, the slider 44 of the movable holding mechanism 40 may move over structural members such as cross members or stabilizers that extend in the width direction at the front of the vehicle body 2. In this case, the structural members and stabilizers of the vehicle body 2 also function as rail members.

[0067] In the embodiment described above, the hood 3 is provided with a bar member 42, and the movable latch member 46 holds the bar member 42. In addition, for example, the hood 3 may have a structure formed on its underside that can hold a movable latch member 46. In this case, the movable latch member 46 can directly hold the hood 3. The structure formed on the underside of the hood 3 that can hold the movable latch member 46 may extend across the entire width in the vehicle width direction, or it may be provided discretely at multiple locations in the vehicle width direction. The structure on the underside of the hood 3 that can hold the latch member may be provided at three locations, for example, corresponding to the central position, left position, and right position of the movable latch member 46.

[0068] In the pedestrian protection control shown in Figure 17 of the above-described embodiment, the control unit 65 causes the left and right pop-up mechanisms 20 to perform a second-stage operation based on the detection by the hood load sensor 63. In addition, for example, the control unit 65 may determine whether a pedestrian has fallen onto the hood 3 based on the image captured by the front camera 61, and if so, cause the left and right pop-up mechanisms 20 to perform a second-stage operation. Alternatively, the control unit 65 may use a timer (not shown) to measure the estimated time from the start of the pedestrian collision until the pedestrian falls onto the hood 3, and based on the elapsed time, cause the left and right pop-up mechanisms 20 to execute the second stage of operation. Similarly, the control unit 65 may, without detecting a collision with a pedestrian, measure the remaining time until the pedestrian falls onto the hood 3 based on the image captured by the front camera 61 using a timer (not shown), and based on the elapsed time, cause the left and right pop-up mechanisms 20 to perform the first stage of operation. [Explanation of Symbols]

[0069] 1...Vehicle, 2...Body, 3...Hood, 5...Front light, 10...Front pillar, 11...Upper side member, 12...Link member, 13...Radiator frame, 20...Pop-up mechanism, 21...Hood hinge member, 22...Body hinge member, 23...Link arm member, 24...Locking member, 25...Pop-up cylinder, 26...Pop-up rod, 27...Contact member, 30...Front holding mechanism, 31...Front latch member, 32...Front striker member, 40...Movable holding mechanism, 41...Holder, 42...Bar member, 43...Rail member, 44...Slider, 45...Push-up rod, 46...Movable latch member (Movable holding member), 51...Latch body, 52...Gripping arm, 60...Pedestrian protection device, 61...Front camera (sensor), 62...Collision sensor (sensor), 63...Hood load sensor, 64...Movable actuator, 65...Control unit, 90...Road surface

Claims

1. A hood is provided at the front of the vehicle body, A pop-up mechanism that pushes the left and right rear ends of the hood upwards towards the vehicle body when a pedestrian collides with the vehicle body, A movable holding mechanism, It has, The aforementioned movable holding mechanism is At the lower rear of the hood, a rail member extending in the vehicle width direction of the vehicle body, The system includes a movable holding member that is provided on the rail member so as to be movable in the vehicle width direction of the vehicle body, and which holds the hood before it is pushed up by the pop-up mechanism when it is in a moved position, A vehicle with a pop-up hood.

2. The aforementioned pop-up mechanism is Before the movable holding mechanism holds the hood, it performs the first-stage hood-pushing operation, After the movable holding mechanism has held the hood, it performs the second-stage pushing-up operation of the hood. The aforementioned movable holding mechanism is The hood, which is pushed up in the first stage by the pop-up mechanism, is held in place before it is pushed up in the second stage. A vehicle having a pop-up hood as described in claim 1.

3. The hood is provided with a hood load sensor that detects when a pedestrian's load is applied to the hood, The aforementioned pop-up mechanism is After the hood is pushed up in the first stage, if the hood load sensor detects the load of a pedestrian, the hood is pushed up in the second stage. A vehicle having a pop-up hood as described in claim 2.

4. A bar member extending in the vehicle width direction of the vehicle body is provided at the rear of the hood. The movable holding mechanism holds the bar member provided on the hood at a position where it has moved along the rail member in the vehicle width direction. A vehicle having a pop-up hood as described in claim 3.

5. A sensor capable of detecting pedestrians in the direction of travel of the vehicle, A control unit connected to the aforementioned sensor, It has, The control unit, If, based on the detection by the aforementioned sensor, it is estimated that a pedestrian will collide with the vehicle in a collision direction along the rearward direction of the vehicle body, the movable holding mechanism is moved to the central position in the vehicle width direction. If, based on the detection by the sensor, it is estimated that a pedestrian will collide with the vehicle from the rearward direction, and the collision direction will be to the left of the vehicle, the movable holding mechanism will be moved to the right of the central position. Based on the detection by the sensor, if it is estimated that a pedestrian will collide with the vehicle from the rearward direction or from a collision direction to the right of the vehicle, the movable holding mechanism is moved to a position to the left of the central position. A vehicle having a pop-up hood according to any one of claims 1 to 4.

Images