JP3671645B2 - Vehicle hood splash control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention absorbs and mitigates the impact when the head of a pedestrian collides with the upper surface of the vehicle hood when the pedestrian hits the vehicle hood after the running vehicle collides with the pedestrian. The present invention relates to a vehicle hood flip-up control device that protects pedestrians.
[0002]
[Prior art]
  As a conventional vehicle hood flip-up control device, FIG.Akira49-110432) and FIG. 14 (JP-A-7-108902).
[0003]
The apparatus shown in FIG. 13 is provided with a lifting mechanism 5 between the rear side of the vehicle hood 1 on both the left and right sides in the vehicle width direction and the vehicle body 3 side. When the pedestrian collides with the bumper 7, the link 9 and the cable 11 is mechanically interlocked via 11 and the rear end of the vehicle hood 1 is flipped up to ensure the clearance between the vehicle hood 1 and the engine compartment built-in, and even if the head of the pedestrian hits the vehicle hood 1 The absorption can be relaxed.
[0004]
Further, the apparatus shown in FIG. 14 determines the collision with the pedestrian based on the output of both the bumper sensor 13 and the hood sensor 15 that reacts to the downward input applied to the vehicle hood 1, and is built in the vehicle hood 1. An airbag 17 is deployed on the vehicle hood 1 to protect pedestrians.
[0005]
[Problems to be solved by the invention]
However, in the apparatus of FIG. 13, when a pedestrian collides with the bumper 7 in the vicinity of the center in the vehicle width direction, the right and left flip-up mechanism 5 operates to raise the vehicle hood 1, and the pedestrian moves over the vehicle hood 1. When the load is received, the load acts equally on the right and left flip-up mechanisms 5, and the left and right sides of the vehicle hood 1 can be evenly raised while overcoming the load. However, if the pedestrian is displaced from the center in the vehicle width direction and collides to the left or right, the load is offset when the pedestrian is received on the vehicle hood 1, so the side and the other side that are offset In order to raise them at the same time, there is a problem in that a large-scale splash-up mechanism is required and a large space is required.
[0006]
Further, in the apparatus of FIG. 14, the vehicle hood 1 does not fly up, but the airbag 17 is spread on the vehicle hood 1, so there is no problem as described above. However, a pedestrian collision is detected by various signals, and the vehicle speed is below the set vehicle speed. In this case, the airbag 17 is not operated. However, since the airbag 17 is operated more than that, there is a possibility that the airbag 17 is deployed when a fallen object from a forward traveling vehicle hits the bumper 7 and the vehicle hood 1 during middle and high speed traveling. There was a problem that there was.
[0007]
  Therefore, in the present invention, pedestrians collide with each other and the load acting on the vehicle hood is reduced.Left or rightEven if it is offset, it will be lifted almost right and left at the same time, or the offset side will be more than the other side.Ahead of timeIt is an object of the present invention to provide a vehicle hood splash control device that can be flipped up.
[0008]
[Means for Solving the Problems]
  The invention according to claim 1 is provided at a plurality of locations between the vehicle hood and the vehicle body provided at the front of the vehicle body, and detects a plurality of splash-up mechanisms for raising the vehicle hood from the vehicle body side and the vehicle speed of the vehicle. Vehicle speed detection means; collision detection means for detecting the presence or absence of a collision with a collision object such as a pedestrian; a load detection means for detecting a load exerted on the vehicle hood by the collision object; and the vehicle speed detection means; A controller for determining whether the vehicle hood is flipped up from a signal from the collision detecting means and the load detecting means and outputting an operation command to the flip-up mechanism, wherein the controller has a collision position of the collision object offset with respect to the vehicle hood. WhenMultiple splash mechanismsDepending on the collision positionOperation control was performed to ensure the clearance between the vehicle hood and the vehicle body on the collision position side.It is characterized by that.
[0009]
  Therefore, the controller can determine whether the vehicle hood is flipped up based on the vehicle speed, the presence or absence of a collision with a pedestrian, etc., and the load that the collision object has on the vehicle hood, and can output an operation command to the flip-up mechanism. Moreover, when the collision position of the colliding object is offset from the vehicle hood, it depends on the collision position.TheAn operation command can be output to the lifting mechanism. This raises the vehicle hood according to the collision position.To secure the clearance between the vehicle hood and the vehicle body on the collision position side.Can.
[0010]
According to a second aspect of the present invention, there is provided the vehicle hood flip-up control device according to the first aspect, wherein the flip-up mechanism is provided between the left and right sides of the vehicle hood in the vehicle width direction and the vehicle body side. And
[0011]
Therefore, in addition to the operation of the invention of claim 1, an operation command can be output to either the right or left flip-up mechanism corresponding to the collision position.
[0012]
According to a third aspect of the present invention, there is provided the vehicle hood flip-up control device according to the first aspect, wherein the flip-up mechanism is provided between the left and right sides of the vehicle hood in the vehicle width direction, the front and rear sides, and the vehicle body side. It is characterized by that.
[0013]
Therefore, in addition to the operation of the first aspect of the invention, an operation command can be output to either the front, rear, left or right flip-up mechanism corresponding to the collision position.
[0014]
The invention of claim 4 is the vehicle hood splash control device according to any one of claims 1 to 3, wherein the controller outputs an operation command with a time difference to each splash mechanism according to the collision position. It is characterized by doing.
[0015]
Therefore, in addition to the operation of any one of the first to third aspects, in accordance with the collision position, first, one of the lifting mechanisms is operated, and then the other lifting mechanism is operated with a time difference. To lift the vehicle hood.
[0016]
According to a fifth aspect of the present invention, there is provided the vehicle hood flip-up control device according to the fourth aspect, wherein when the collision position of the collision object is offset with respect to the vehicle hood, the controller is a mechanism for raising the collision position side. An operation command is output first, a time difference is provided, and an operation command is output to another splash mechanism with a delay.
[0017]
Therefore, in addition to the operation of the invention of claim 4, the vehicle hood can be lifted up by operating the flip-up mechanism on the collision position side and operating other flip-up mechanisms with a time lag.
[0018]
A sixth aspect of the present invention is the vehicle hood splash control apparatus according to any one of the first to fifth aspects, wherein the controller outputs an operation command to each of the splash mechanisms to uniformly distribute the vehicle hood. It is characterized by lifting up.
[0019]
Therefore, in addition to the operation of the invention of any one of claims 1 to 5, the vehicle hood can be lifted up evenly regardless of the collision position.
[0020]
A seventh aspect of the present invention is the vehicle hood flip-up control device according to any one of the first to third aspects, wherein the controller is configured to control the vehicle hood according to the collision position when the collision position of the collision object is offset. An operation command is output to a lifting mechanism, and the vehicle hood is tilted.
[0021]
Therefore, in addition to the operation of any one of the first to third aspects of the invention, the vehicle hood can be tilted up by operating the spring-up mechanism according to the collision position.
[0022]
The invention of claim 8 is the vehicle hood flip-up control device according to claim 3, wherein the controller outputs an operation command to a front flip-up mechanism to tilt the vehicle hood backward.
[0023]
Therefore, in addition to the operation of the invention according to the third aspect, the vehicle hood can be tilted rearward and splashed up.
[0024]
A ninth aspect of the present invention is the vehicle hood flip-up control device according to the third aspect, wherein when the controller outputs an operation command to both the front and rear actuators, the operation command is output with a time difference between the front and rear flip-up mechanisms. It is characterized by doing.
[0025]
Therefore, in addition to the operation of the invention of claim 3, the vehicle hood can be flipped up by operating the front and rear flip-up mechanisms with a time difference according to the collision position.
[0026]
A tenth aspect of the present invention is the vehicle hood flip-up control device according to the ninth aspect, wherein the controller outputs an operation command to the front-side flip-up mechanism first.
[0027]
Therefore, in addition to the operation of the ninth aspect of the invention, the vehicle hood can be lifted up by operating the front flip-up mechanism first.
[0028]
  An eleventh aspect of the present invention is the vehicle hood splash control apparatus according to any one of the first to tenth aspects, wherein one end of the splash mechanism is a vehicle.BothThe actuator is characterized in that it includes an actuator that is rotatably coupled to the vehicle side and is rotatably coupled to the vehicle body side and extends in response to an operation command.
[0029]
Therefore, in addition to the operation of the invention of any one of claims 1 to 10, the vehicle hood can be lifted up by the extension of the actuator.
[0030]
The invention of claim 12 is the vehicle hood flip-up control device according to any one of claims 1 to 11, wherein the collision detection means includes a vehicle front direction bumper 3 in the vehicle width direction center and both left and right sides. It is characterized in that a detection unit is provided at one place.
[0031]
Therefore, in addition to the operation of the invention according to any one of claims 1 to 11, the collision position of a collision object such as a pedestrian can be accurately detected by detecting the center in the vehicle width direction and the left and right sides.
[0032]
A thirteenth aspect of the invention is the vehicle hood flip-up control device according to any one of the first to twelfth aspects, wherein the load detecting means is an acceleration sensor for detecting the acceleration of the vehicle.
[0033]
Therefore, in addition to the operation of any one of claims 1 to 12, the load can be detected by detecting the acceleration of the vehicle.
[0034]
A fourteenth aspect of the invention is the vehicle hood flip-up control device according to any one of the first to thirteenth aspects, wherein the controller sets an upper limit and a lower limit for the vehicle speed detected by the vehicle speed detecting means, and the setting is performed. An operation command is output to the actuator within a range.
[0035]
Therefore, in addition to the operation of any one of the first to thirteenth aspects, the actuator can be operated only in the setting range of the upper limit and the lower limit of the vehicle speed.
[0036]
A fifteenth aspect of the invention is the vehicle hood flip-up control device according to the fourth, fifth, ninth, or tenth aspect, wherein the controller determines the time difference as the detected vehicle speed increases or the detected load increases. , Characterized by being enlarged.
[0037]
  Therefore, in addition to the operation of the invention of claim 4 or 5 or 9 or 10, the higher the vehicle speed, the greater the detection load,Actuation mechanism operationThe time difference can be increased.
[0038]
【The invention's effect】
  According to the first aspect of the present invention, it is possible to prevent the splash-up mechanism from operating when the vehicle is stopped by detecting the vehicle speed. Further, even if a fallen object or the like from a front vehicle or the like during traveling collides with the vehicle hood, the splash-up mechanism can be prevented from operating. Furthermore, the operation of the lifting mechanism according to the collision position enables the vehicle hood to be accurately lifted according to the collision position to absorb energy. In addition, since the lifting mechanism on the side deviated from the collision position does not operate or operates with a delay, a collision position side where the load acts on the vehicle hood and an anti-collision position side where the load does not act directly are provided. Almost equalTogaAlternatively, the vehicle hood can be tilted so as to be inclined downward from the collision position side to the anti-collision position side, and the collision energy of the collision object can be absorbed reliably. Further, the flip-up mechanism can be reduced in size by the flip-up according to the collision position of the vehicle hood.
[0039]
In the invention of claim 2, in addition to the effect of the invention of claim 1, it is possible to perform the raising according to the collision position of the vehicle hood on the left and right sides in the vehicle width direction.
[0040]
According to the invention of claim 3, in addition to the effect of the invention of claim 1, it is possible to perform the raising according to the collision position of the vehicle hood in front, rear, left and right.
[0041]
In the invention of claim 4, in addition to the effects of any one of claims 1 to 3, each of the raising mechanisms operates with a time difference, so that the vehicle hood can be accurately raised according to the collision position. it can. Accordingly, it is possible to prevent the vehicle hood from being lifted up poorly due to galling caused by the twisting of the lift-up mechanism, and to absorb and relax energy when the pedestrian's head collides with the vehicle hood.
[0042]
In the invention of claim 5, in addition to the effect of the invention of claim 4, the side on which the load from the collision object acts according to the collision position, and the reaction from which the load from the collision object does not act directly from the collision position. The vehicle hood can be accurately lifted up both on the collision position side.
[0043]
In the invention of claim 6, in addition to the effect of any of the inventions of claims 1 to 5, the load on which the load from the collision object acts according to the collision position and the load that is shifted from the collision position does not act directly. Both the side and the vehicle hood can be lifted up equally to perform accurate energy absorption.
[0044]
In the invention of claim 7, in addition to the effects of any one of claims 1 to 3, the vehicle hood can be tilted and flipped up according to the collision position, and the vehicle hood is moved from the collision position side to the anti-collision position. The vehicle can be tilted so as to incline downward, and the collision object can be reliably captured by the vehicle hood to absorb energy.
[0045]
According to the eighth aspect of the invention, in addition to the action of the third aspect of the invention, the vehicle hood can be tilted rearward and splashed, and the collision object can be reliably captured by the vehicle hood to absorb energy.
[0046]
In the ninth aspect of the invention, in addition to the action of the third aspect of the invention, the vehicle hood can be flipped up with a time difference between before and after depending on the collision position, and sufficient energy absorption can be performed by reliable flipping up.
[0047]
In the invention of claim 10, in addition to the effect of the invention of claim 9, on the collision position side, first, the front side on which the load directly acts is flipped up, and then the rear side is flipped up with a time difference to be equivalent to the front and rear. It can be lifted up, and sufficient clearance from the built-in objects in the engine room can be maintained. Therefore, sufficient energy absorption can be performed by the vehicle hood.
[0048]
In the eleventh aspect of the invention, in addition to the operation of any one of the first to tenth aspects, the vehicle hood can be reliably lifted up by the actuator to sufficiently absorb energy.
[0049]
In the invention of claim 12, in addition to the effects of the inventions of claims 1 to 11, it is determined by three detection parts whether the collision object is colliding with either the vehicle width direction center side or the left and right sides. It is possible to lift the vehicle hood accurately.
[0050]
According to the thirteenth aspect, in addition to the effects of any one of the first to twelfth aspects, it is possible to perform a reliable spring-up by reliably detecting the load.
[0051]
In the invention of claim 14, in addition to the effects of the invention of any of claims 1 to 13, the actuator does not operate outside the vehicle speed setting range. For example, when the vehicle is stopped, a load is applied to the vehicle hood. Even if it acts, the vehicle hood can be prevented from being lifted up. In addition, the vehicle hood can be prevented from splashing up even when traveling on an expressway or the like.
[0052]
  In the invention of claim 15, in addition to the effect of the invention of claim 4, 5 or 9 or 10, the higher the vehicle speed, the greater the detection load, the higher the vehicle hood collision position.SideThe load of, AntiBy further delaying the operation of the raising mechanism on the collision position side, the collision position side and the anti-collision position side can be raised substantially equally. Accordingly, within the set vehicle speed, it is possible to absorb and relax energy when the head collides with the vehicle hood from children to adults.
[0053]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 is a perspective view of an automobile according to an embodiment of the present invention. In FIG. 1, a vehicle hood 1 is provided in an upper part of an engine room, and a built-in object such as an engine is arranged in the engine room. The vehicle hood 1 is usually configured to open forward with the rear side as a fulcrum for inspection of the engine room, etc., but when the vehicle hood 1 is lifted up to protect pedestrians, the rear side is It has a structure that pops up. That is, the lifting mechanisms 19a, 19b are provided between the left and right rear portions of the vehicle hood 1 and the vehicle body side.
[0054]
Further, a vehicle speed sensor 21 is provided as a vehicle speed detection means for detecting the vehicle speed of the vehicle, and a bumper switch 23 is disposed in the bumper 7 as a collision detection means for detecting the presence or absence of a collision with a colliding object such as a pedestrian. ing. Furthermore, an acceleration sensor 27 is provided that measures the acceleration in the vehicle longitudinal direction and detects the load on the vehicle hood 1.
[0055]
The signals from the vehicle speed sensor 21, the bumper switch 23, and the acceleration sensor 27 are input to the controller 29. The controller 29 discriminates the raising of the vehicle hood 1 from these signals and outputs an operation command to the raising mechanisms 19a and 19b.
[0056]
As shown in FIGS. 2 and 3, the bumper switch 23 is provided with switch portions 23a, 23b, and 23c as detection portions at three locations in the vehicle width direction center of the bumper 7 and both left and right sides.
[0057]
The splashing mechanisms 19a and 19b are formed in the same structure, and include actuators 31a and 31b as shown in FIGS. The actuators 31a and 31b are constituted by, for example, a hydraulic cylinder device, and a cylindrical portion 35 at the lower end of the cylinder 33 is rotatably supported by a bracket 37 on the vehicle body 3 side. Further, the cylindrical portion 41 at the upper end of the piston rod 39 is rotatably supported by brackets 43 provided on the lower surfaces of the rear portions of the left and right sides of the vehicle hood 1.
[0058]
FIG. 6 is a control block diagram of the first embodiment. Signals from the vehicle speed sensor 21, the bumper switch 23, and the acceleration sensor 27 are input to the controller 29. The controller 29 activates the actuators 31a and 31b of the splash-up mechanisms 19a and 19b based on a control flowchart to be described later. Bounce 1
[0059]
Next, the operation will be described using the control flowchart of FIG.
[0060]
<When a pedestrian collides with the right bumper>
First, in step S1, a vehicle speed signal (for example, a rotation pulse signal from a transmission output shaft or an axle) is read.
[0061]
In step S2, it is determined whether or not the vehicle speed V is within a range of constant vehicle speeds V1 and V2. When the vehicle speed V is lower than a certain value V1, for example, when entering a garage or stopping, there is a relatively high possibility that an obstacle including a pedestrian will hit the bumper 7, and the vehicle hood 1 is lifted up. Return to the start because it is not necessary. The vehicle speed V1 is 15 to 20 km / h as a guide. Accordingly, the controller 29 sets a lower limit on the detected vehicle speed.
[0062]
Furthermore, in the case of medium and high speed traveling exceeding the vehicle speed V2, for example, a main road or a highway, it is necessary to prevent a malfunction in which the vehicle hood 1 splashes when a fallen object or the like from the preceding vehicle hits the bumper 7. In addition, when the vehicle speed exceeds V2, even if the pedestrian collides with the bumper 7, the pedestrian jumps over the hood and is greatly lifted and does not collide with the hood 1, so that it is not necessary to raise the so-called hood 1. Return to start. This vehicle speed V2 is 50 km / h or more as a guide. Therefore, the controller 29 sets an upper limit on the detected vehicle speed.
In step S3, it is determined whether or not there is a collision with the bumper 7. If not hitting the bumper 7, return to the start.
[0063]
In step S4, the longitudinal acceleration or the collision load of the vehicle is read.
[0064]
If it is determined in step S5 that the switch 23c on the right side of the bumper 7 is ON, it is determined in step S6 that the pedestrian has collided with the right side of the bumper 7, and in step S7, the vehicle speed V and the longitudinal acceleration that are the result of step S4 are determined. Alternatively, the load on the hood 1 is estimated based on the impact load, and the delay time of the left rear actuator 31a is calculated.
[0065]
This is because, after a pedestrian collision, a pedestrian's waist begins to ride on the hood 1 and the load on the right actuator 31b is relatively greater than that on the left 31a. The larger the load is, the longer the delay time is set so that the hood 1 springs up almost evenly.
[0066]
Further, even when the weight is different, such as a child or an adult, at the same vehicle speed V, the load on the right actuator 31b when the pedestrian's waist is on the vehicle hood 1 is greater than that on the left 31a. The longer the acceleration, the greater the load on the so-called hood 1, the longer the delay time is set so that the vehicle hood 1 springs up almost equally.
[0067]
Note that the load detection on the vehicle hood 1 is set on the vehicle hood 1 or the bumper 7 and serves also to detect the collision position of the pedestrian, and may be performed by a load or displacement measurement sensor that directly measures the collision load or displacement. Is possible.
[0068]
Next, in step S8, an operation command is output to the right rear actuator 31b.
[0069]
In step S9, an operation command is output to the actuator 31a on the left rear side of the operation delay time obtained in step S7.
[0070]
As a result, the vehicle hood 1 can be set to the right and left almost simultaneously without twisting or the like in the cylindrical portion 35, the bracket 37, the cylindrical portion 41, the bracket 43, the piston rod 39, etc., which are movable portions of the lifting mechanisms 19a and 19b. Jumps up and down. Thereby, the clearance between the vehicle hood 1 and the engine room built-in object is ensured, and thereafter, energy when the pedestrian's head collides with the upper surface of the vehicle hood 1 can be absorbed and relaxed.
[0071]
FIG. 8 shows the time-series changes in the generated force of the actuators 31a and 31b, the height of the vehicle hood 1 and the load variation on the vehicle hood 1.
[0072]
FIG. 8 shows the generated force of the actuators 31a and 31b, the rising height of the vehicle hood 1, and the time series change to the vehicle hood 1 due to the above operation.
[0073]
FIG. 8A shows an impact force applied to the pedestrian when the pedestrian is hit at a certain vehicle speed. FIG. 8B shows a change in the generated force of the left rear actuator 31a. FIG. 8C shows a change in the rising height on the left rear side of the vehicle hood 1. FIG. 8D shows a change in the load on the left side of the vehicle hood 1. FIG. 8E shows a change in the generated force of the right rear actuator 31b. FIG. 8F shows a change in the rising height on the right rear side of the vehicle hood 1. FIG. 8G shows a change in load on the right side of the vehicle hood 1.
[0074]
  As shown in FIG. 8A, there are three peaks of impact force applied to the pedestrian when the pedestrian is hit at a certain vehicle speed. The first peak is bumper 7legIt is the impact force when the part hits. Next, an impact force is generated when the waist hits the front end of the vehicle hood 1 and the head collides with the vehicle hood 1. The timing of impact force generation islegThe time t1 until the head hits the head is about 70 msec, and the time t2 until the head hits the waist is about 50 msec.
[0075]
Since the pedestrian has collided with the right side position, as shown in FIG. 8 (e), the operation command is given to the right rear side actuator 31 b from when the leg hits the bumper 7 until the waist hits the front end of the vehicle hood 1. Is output. The change in load on the right side of the vehicle hood 1 increases as shown in FIG. As a result, the height of the vehicle rear side of the vehicle hood 1 is increased as shown in FIG. 5 (f), and the raising is completed until the waist hits the front end of the vehicle hood 1 and the head collides with the vehicle hood 1. .
[0076]
Then, after a delay time t3, an operation command is output to the left rear actuator 31a, and the generated force of the actuator 31a changes as in (b). The change in the load on the left side of the vehicle hood 1 hardly rises as in (d). The height of the left rear side of the vehicle hood 1 rises as shown in (c). Therefore, the lifting of the left rear side of the vehicle hood 1 is completed evenly with the right rear side.
[0077]
<When a pedestrian collides with the left bumper 7>
In the flowchart of FIG. 7, when the switch part 23a on the left side of the bumper 7 is turned on in step S10, it is determined in step S11 that the pedestrian has collided with the left side of the bumper 7, and the vehicle speed V as a result of step S4 is determined in step S12. Then, the load on the vehicle hood 1 is estimated from the longitudinal acceleration or the impact load, and the delay time of the actuator 31b on the right rear side is calculated.
[0078]
In step S13, an operation command is issued to the left rear actuator 31a. In step S14, an operation command is output to the right rear actuator 31b after the operation delay time obtained in step S12. As a result, the vehicle hood 1 is lifted almost evenly to the left and right, and the clearance between the vehicle hood 1 and the built-in object in the engine room can be secured, and then the pedestrian's head collides with the upper surface of the vehicle hood 1. Can be absorbed and relaxed.
[0079]
  <When a pedestrian collides with the bumper 7 near the center>
  In step S5 and step S10 in the flowchart of FIG. 7, if the central switch unit 23a is turned on regardless of whether the left and right switch units 23b and 23c are ON or OFF, the pedestrian collides with the bumper 7 near the center in step S15. In step S16, an operation command is output to the left and right actuators 31a and 31b. As a result, the vehicle hood 1 springs up substantially equally to the left and right, and a clearance between the vehicle hood 1 and the engine room built-in object can be secured. Thereafter, the energy when the head of the pedestrian collides with the upper surface of the vehicle hood 1 is obtained. Absorb.
[0080]
  At this time, the time difference in the operation of the actuator is set to increase from a child to an adult by increasing the hood as the vehicle speed increases and the load on the hood increases and the hood almost rises up to a predetermined height. Within the vehicle speed, energy when the head of the pedestrian collides with the vehicle hood 1 can be absorbed and relaxed.
[0081]
Further, by operating only the actuator on the collision side, the upper surface of the hood on which the pedestrian's head collides is set to a set height, so that the vehicle hood 1 can be prevented from being lifted up due to galling of the lift-up mechanism or the like. It can absorb and relieve energy when the head of the car collides.
[0082]
(Second embodiment)
9 and 10 are related to a second embodiment of the present invention, FIG. 9 is a control block diagram, and FIG. 10 is a flowchart. Note that components corresponding to those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.
[0083]
In the present embodiment, when the collision is shifted to the left or right, only the left or right actuator is operated. Therefore, it is not necessary to detect the load and set the delay time. Compared with the control block diagram of FIG. The acceleration sensor 27 is omitted.
[0084]
Then, in steps S1 to S6 and steps S10, S11, and S15 as shown in FIG. 10, it is determined whether the bumper 7 has collided with the left or right side or the center side, and it is determined that the bumper 7 has collided with the right side. Then, in step S9, an operation command is output to the right actuator 31b. If it is determined that the vehicle has collided with the left side, an operation command is output to the left actuator 31b in step S14. If it is determined that the vehicle has collided with the center, an operation command is output to the left and right actuators 31a and 31b in step S16.
[0085]
In other words, when the vehicle collides with either the left or right side of the bumper 7, either the left or right actuators 31 a and 31 b are operated, and the vehicle hood 1 is lifted so as to tilt downward from the collision position side to the anti-collision position side. Become. In this state, the head of the pedestrian collides with the vehicle hood 1 and absorbs and relaxes energy by the vehicle hood 1 and the flip-up mechanism 19a or 19b. Thereafter, the pedestrian follows the inclination of the vehicle hood 1. It becomes easier to move to the center in the vehicle width direction. Thereby, a pedestrian can be received reliably by the vehicle hood 1, and energy absorption relaxation can be performed reliably.
[0086]
(Third embodiment)
11 and 12 relate to the third embodiment, FIG. 11 is a control block diagram, and FIG. 12 is a flowchart. Note that components corresponding to those in the first embodiment are denoted by the same reference numerals, and redundant descriptions are omitted.
[0087]
In the present embodiment, each lifting mechanism is provided between the front and rear sides of the vehicle hood 1 on the left and right sides in the vehicle width direction and the vehicle body side, and in addition to the left rear actuator 31a and the right rear actuator 31b, An actuator 31c and a right front actuator 31d are provided.
[0088]
Then, when it is determined in steps S1 to S6 that the pedestrian has collided with the right side of the bumper 7 as shown in FIG. 12, the delay time is calculated in step S7. In step S21, first, the right front actuator 31d is calculated. An operation command is output at. At this time, the pedestrian's waist has already begun to hit the vehicle hood 1. Next, in step S22, an operation command is output to the right rear actuator 31b with a time difference, and the vehicle hood 1 is lifted up so as to incline downward from the right side to the left side.
[0089]
As a result, when the head of the pedestrian collides with the vehicle hood 1, energy is absorbed and relaxed by the vehicle hood 1 and the flip-up mechanism 19 b. Thereafter, the pedestrian moves toward the center along the inclination of the vehicle hood 1. It becomes easy to move, a pedestrian can be reliably caught by the vehicle hood 1 and energy can be absorbed.
[0090]
In addition, since the operation command is output to the right and left actuators 31d and 31b with a time difference, the pedestrian's waist has already started to hit the vehicle hood 1, and the lifting by the right front actuator 31d on which the load is acting is delayed. The right rear actuator 31b, which is not applied with a load, will not be preceded by the right rear actuator 31b, and can be evenly lifted back and forth on the right side, so that more reliable energy absorption can be performed.
[0091]
Next, when it is determined in steps S1, S2, S3, S4, S5, S10, and S20 that the pedestrian has collided with the left side of the bumper 7, the delay time is calculated in step S12, and the left front actuator is determined in step S23. An operation command is output to 31c, and then an operation command is output to the left rear actuator 31a after the calculation delay time in step S24. Therefore, even when a pedestrian collides by leaning to the left side, energy absorption relaxation can be performed accurately as in the right side.
[0092]
Further, if it is determined in steps S1, S2, S3, S4, S5, S10, S15 that the pedestrian has collided near the center of the bumper 7, an operation command is output to the left and right rear actuators 31a, 31b in step S16. In addition, the rear side of the vehicle hood 1 is evenly lifted up, and the energy can be absorbed and relaxed.
[Brief description of the drawings]
FIG. 1 is a perspective view of an automobile to which a first embodiment of the present invention is applied.
FIG. 2 is a side view of the vehicle front portion arrangement state of the bumper switch according to the first embodiment of the present invention.
FIG. 3 is a front view of the vehicle front portion arrangement state of the bumper switch according to the first embodiment of the present invention.
FIG. 4 is a side view showing a state in which the flip-up mechanism is activated according to the first embodiment of the present invention.
FIG. 5 is a side view of an essential part of a flip-up mechanism according to the first embodiment of the present invention.
FIG. 6 is a control block diagram according to the first embodiment of the present invention.
FIG. 7 is a flowchart according to the first embodiment of the present invention.
FIGS. 8A and 8B are diagrams illustrating a rising state of a vehicle hood according to the first embodiment of the present invention, wherein FIG. 8A is a graph of a pedestrian impact force change, and FIG. 8B is a left rear actuator generation. Graph of force, (c) is a graph of the rising height of the left rear side of the vehicle hood, (d) is a graph of the load on the left side of the vehicle hood, and (e) is a graph of the actuator generating force of the right rear side. (F) is a graph of the rising height on the right rear side of the vehicle hood, and (g) is a graph of the load on the right side of the vehicle hood.
FIG. 9 is a control block diagram according to a second embodiment of the present invention.
FIG. 10 is a flowchart according to the second embodiment of the present invention.
FIG. 11 is a control block diagram according to a third embodiment of the present invention.
FIG. 12 is a flowchart according to the third embodiment of the present invention.
FIG. 13 is an explanatory diagram of a lifting mechanism according to a conventional example.
FIG. 14 is an explanatory diagram of a lifting mechanism according to another conventional example.
[Explanation of symbols]
1 Vehicle hood
3 body
7 Bumper
19a, 19b Lifting mechanism
21 Vehicle speed sensor (vehicle speed detection means)
23 Bumper switch (collision detection means)
23a, 23b, 23c Switch part (detection part)
27 Acceleration sensor (load detection means)
29 Controller
31a, 31b, 31c, 31d Actuator

Claims (15)

A plurality of springing mechanisms provided at a plurality of locations between the vehicle hood and the vehicle body side provided at the front of the vehicle body, and for lifting the vehicle hood from the vehicle body side;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Collision detection means for detecting the presence or absence of a collision with a collision object such as a pedestrian and the collision position;
Load detecting means for detecting a load exerted on the vehicle hood by the collision object;
A controller that discriminates the raising of the vehicle hood from signals of the vehicle speed detecting means, the collision detecting means, and the load detecting means, and outputs an operation command to the raising mechanism;
When the collision position of the collision object is offset with respect to the vehicle hood, the controller controls the operation of a plurality of splash-up mechanisms according to the collision position to ensure the clearance between the vehicle hood and the vehicle body side at the collision position side. A vehicle hood flip-up control device characterized in that: A vehicle hood flip-up control device according to claim 1,
The vehicle hood flip-up control device, wherein the spring hood mechanism is provided between the left and right sides of the vehicle hood in the vehicle width direction and the vehicle body side. A vehicle hood flip-up control device according to claim 1,
The vehicle hood spring-up control device, wherein the spring-up mechanism is provided between the vehicle hood in the vehicle width direction right and left side and front and rear sides and the vehicle body side. A vehicle hood flip-up control device according to any one of claims 1 to 3,
The vehicle hood flip-up control device, wherein the controller outputs an operation command with a time difference to each flip-up mechanism according to the collision position. A vehicle hood flip-up control device according to claim 4,
When the collision position of the colliding object is offset with respect to the vehicle hood, the controller outputs an operation command to the splashing mechanism on the collision position side first, sets a time difference, and delays the operation command to the other lifting mechanism. Is a vehicle hood flip-up control device. A vehicle hood flip-up control device according to any one of claims 1 to 5,
The vehicle hood splash control apparatus, wherein the controller outputs an operation command to each of the splash mechanisms to raise the vehicle hood evenly. A vehicle hood flip-up control device according to any one of claims 1 to 3,
When the collision position of the colliding object is deviated, the controller outputs an operation command to the splash mechanism according to the collision position, and tilts the vehicle hood. A vehicle hood flip-up control device according to claim 3,
The vehicle hood splash control apparatus, wherein the controller outputs an operation command to a front flip mechanism and tilts the vehicle hood backward. A vehicle hood flip-up control device according to claim 3,
When the controller outputs an operation command to both the front and rear actuators, the vehicle hood flip-up control device outputs the operation command to the front and rear flip-up mechanisms with a time difference. A vehicle hood flip-up control device according to claim 9,
The vehicle hood flip-up control device, wherein the controller outputs an operation command first to the front flip-up mechanism. A vehicle hood flip-up control device according to any one of claims 1 to 10,
The vehicle hood splash control apparatus, comprising: an actuator that has one end rotatably coupled to the vehicle hood side and the other end rotatably coupled to the vehicle body side and is extended by an operation command. A vehicle hood flip-up control device according to any one of claims 1 to 11,
The vehicle hood flip-up control device, wherein the collision detection means is provided with detection portions at three locations, the center in the vehicle width direction and the left and right sides of the bumper at the front of the vehicle. A vehicle hood flip-up control device according to any one of claims 1 to 12,
The vehicle hood flip-up control device, wherein the load detection means is an acceleration sensor for detecting the acceleration of the vehicle. A vehicle hood flip-up control device according to any one of claims 1 to 13,
The vehicle hood flip-up control device, wherein the controller sets an upper limit and a lower limit for the vehicle speed detected by the vehicle speed detection means, and outputs an operation command to the actuator within the set range. A vehicle hood flip-up control device according to claim 4, 5 or 9 or 10,
The vehicle hood flip-up control device, wherein the controller increases the time difference as the detected vehicle speed increases or the detection load increases.

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