JP6477376B2 - Pop-up hood device for vehicle - Google Patents

Description

  The present invention relates to a vehicle pop-up hood device.

  The pop-up hood device for a vehicle described in Patent Document 1 below includes a fixing member (second arm) fixed to the hood, a second hinge part (hinge base) fixed to the vehicle body, and a second hinge part. And a rocking member (first arm) for connecting the members. The swing member is provided with a piston cylinder unit (actuator), and the piston of the piston cylinder unit is connected to the fixed member. When the piston cylinder unit is activated during a frontal collision of the vehicle, the piston pushes up (lifts) the fixing member (second arm), and the hood is arranged at the push-up position (lifting position). In addition, there exists a thing described in the following patent document 2 as a pop-up hood apparatus for vehicles.

JP 2009-202871 A JP 2002-037016 A

  By the way, when the vehicle collides with a colliding body such as a wall and the hood is lifted, a relatively large collision load is input to the front end portion of the hood. At this time, since the rear end portion of the hood is supported by the vehicle pop-up hood device, the hood is bent so that the middle portion in the front-rear direction of the hood is convex upward. However, since a relatively large collision load is input to the fixing member and the swinging member via the hood at the time of the frontal collision, the swinging member is located on the rear side of the vehicle with the connection portion with the second hinge portion as the center of rotation. Acts to rotate to For this reason, there is a possibility that the rear end portion of the hood is largely displaced toward the vehicle rear side.

  In view of the above fact, an object of the present invention is to provide a vehicular pop-up hood device that can prevent the rear end of the hood from being largely displaced toward the rear of the vehicle after a frontal collision of the vehicle.

The pop-up hood device for a vehicle according to claim 1 is fixed to a hinge base fixed to a vehicle body, a first arm rotatably connected to the hinge base, and a rear end portion of the hood. A second arm that is pivotally connected to the arm, the first arm, and the second arm. The second arm is actuated during a frontal collision of the vehicle and the second arm is moved relative to the first arm. An actuator that relatively rotates upward to lift the hood from the closed position to the lifting position, a first link having one end rotatably connected to the hinge base, and one end other than the first link. A second link pivotally connected to the end and pivotally connected to the second arm at the other end, and an initial state when the hood is in the closed position; is, the hood the lifting upper Vehicle and the link mechanism vertically along are actuated state to limit the displacement of the vehicle above the second arm relative to and the hinge base is straight, provided on the hinge base or the vehicle body when in A stopper portion that contacts the first link or the second link in the operating state and restricts the rotation of the first link or the second link to the vehicle rear side.

  In the vehicle pop-up hood device having the above-described configuration, the first arm is rotatably connected to the hinge base fixed to the vehicle body. A second arm is rotatably connected to the first arm, and the second arm is fixed to the rear end of the hood. Furthermore, the actuator is spanned between the first arm and the second arm. When the actuator is actuated during a frontal collision of the vehicle, the second arm rotates relative to the first arm toward the upper side of the vehicle, and the hood is lifted from the closed position to the lifted position.

  By the way, when the vehicle collides with a colliding body such as a wall, a relatively large collision load to the rear side of the vehicle is input to the front end of the hood. For this reason, there is a possibility that the rear end portion (that is, the second arm) of the hood is largely displaced toward the vehicle rear side.

  Here, the 2nd arm is connected with the hinge base fixed to the vehicle body by the link mechanism. Specifically, one end portion of the first link in the link mechanism is rotatably connected to the hinge base. Further, one end of the second link in the link mechanism is rotatably connected to the other end of the first link, and the other end of the second link is rotatably connected to the second arm. When the second arm rotates relative to the first arm relative to the first arm by the operation of the actuator, the link mechanism switches from the initial state to the operating state and extends in the vehicle vertical direction. And the displacement to the vehicle upper side of the 2nd arm with respect to a hinge base in a lifting position is restrict | limited by a link mechanism. For this reason, the link mechanism acts to hold the second arm to the hinge base.

  In addition, a stopper portion is provided on the hinge base or the vehicle body. Then, the first link or the second link in the operating state comes into contact with the stopper portion, and the rotation of the first link or the second link to the vehicle rear side is limited by the stopper portion. For this reason, the second arm can be locked to the hinge base by the link mechanism in a state where the rotation of the first link or the second link to the vehicle rear side in the operating state is restricted. Thereby, compared with the case where a stopper part is abbreviate | omitted in a hinge base or a vehicle body, the displacement to the vehicle rear side of a 2nd arm can be made small. As described above, it is possible to suppress the rear end portion of the hood from being largely displaced toward the vehicle rear side after the frontal collision of the vehicle.

  As described above, according to the vehicle pop-up hood device of the present disclosure, it is possible to suppress the rear end portion of the hood from being largely displaced toward the vehicle rear side after the frontal collision of the vehicle.

FIG. 1 is a side view of the actuator used in the vehicle pop-up hood apparatus according to the present embodiment, as viewed from the right side of the vehicle, showing a state after the operation. 2 is a side view of the pop-up hood device for a vehicle shown in FIG. 1 as seen from the right side of the vehicle showing a state before the actuator is operated. FIG. 3 is a plan view showing the vehicle pop-up hood device shown in FIG. FIG. 4 is a front view showing the vehicle pop-up hood device shown in FIG. 2. FIG. 5 is a perspective view of the state of the vehicle pop-up hood device shown in FIG. FIG. 6 is a perspective view of the state of the vehicle pop-up hood device shown in FIG. FIG. 7 is a side view seen from the right side of the vehicle for explaining deformation of the hood at the time of a frontal collision of the vehicle. FIG. 8 is a side view seen from the right side of the vehicle for explaining the displacement of the rear end of the hood at the time of a frontal collision of the vehicle when the vehicle pop-up hood device of the comparative example is used. FIG. 9 is a side view seen from the right side of the vehicle for explaining the displacement of the rear end of the hood at the time of a frontal collision of the vehicle when the vehicle pop-up hood device of the present embodiment is used.

  Hereinafter, the vehicle pop-up hood apparatus 20 (hereinafter referred to as “PUH apparatus 20”) according to the present embodiment will be described with reference to the drawings. Note that arrows FR, UP, and RH, which are appropriately shown in the drawings, respectively indicate the front side, the upper side, and the right side of the vehicle to which the PUH device 20 is applied. In the following description, when simply using the front / rear, up / down, and left / right directions, unless otherwise noted, the front / rear direction of the vehicle, the up / down direction of the vehicle up / down direction, and the left / right direction of the vehicle (vehicle width direction) are shown. And

  As shown in FIGS. 1 and 2, the PUH devices 20 are disposed at both ends in the vehicle width direction at the rear end of the hood 10 that opens and closes the engine room (power unit chamber) ER at the front of the vehicle. (In FIGS. 1 and 2, only the PUH device 20 arranged on the right side is shown). And the PUH apparatus 20 arrange | positioned at the right side and the left side is comprised symmetrically. For this reason, in the following description, the PUH device 20 disposed on the right side will be described, and the description of the PUH device 20 disposed on the left side will be omitted.

  The PUH device 20 includes a hood hinge 22 that supports the hood 10 so as to be openable and closable, and an actuator 30 (see FIG. 1) that operates when the vehicle collides with a collision object. Further, the PUH device 20 has a link mechanism 50 for limiting the upward displacement of the hood 10 after the actuator 30 is actuated. Hereinafter, the hood 10 will be described first, and then each of the above components will be described.

(About food 10)
As shown in FIGS. 1 and 2, the hood 10 includes a hood outer panel 12 disposed on the outer side of the vehicle and a hood inner panel 14 disposed on the engine room ER side. And both terminal parts are combined by hemming. In the state where the hood 10 closes the engine room ER (the position shown in FIG. 2, this position is hereinafter referred to as “closed position”), the front end of the hood 10 is moved by the hood lock 18 (see FIG. 7). It is fixed.

  A bulging portion 14 </ b> A is formed at the rear end portion of the hood inner panel 14. The bulging portion 14A bulges downward with respect to the hood inner panel 14 and extends in the vehicle width direction. The bottom wall 14B of the bulging portion 14A is disposed substantially parallel to the hood outer panel 12 in a side sectional view. Further, at both ends of the hood 10 in the vehicle width direction, weld nuts WN for attaching a hood hinge 22 to be described later are provided on the upper surface of the bottom wall 14B.

(About the hood hinge 22)
As shown in FIGS. 2 to 5, the hood hinge 22 is hingedly connected to the hinge base 24, a first arm 26 rotatably connected to the hinge base 24, and the first arm 26. And a second arm 28 fixed to the bulging portion 14A (see FIG. 2) of the hood 10 via a hinge bolt B1.

  The hinge base 24 is made of a steel plate and is bent into a substantially inverted L shape when viewed from the front. The lower end portion of the hinge base 24 is a fixed wall 24A, and the fixed wall 24A extends in the front-rear direction with the substantially vertical direction as the plate thickness direction. The front end portion and the rear end portion of the fixed wall 24A are fixed to the cowl top side 16 (see FIG. 2) as the “vehicle body” by the fixing bolt B2.

  Further, the hinge base 24 has a side wall 24B. The side wall 24B extends substantially upward from the vehicle width direction inner side end portion of the fixed wall 24A with the vehicle width direction as the plate thickness direction, and has a substantially crank shape so that the front portion extends inward in the vehicle width direction in plan view. (See FIG. 3). Specifically, the side wall 24B includes a first side wall portion 24B1 constituting a rear end portion of the side wall 24B, a second side wall portion 24B2 constituting a front end portion of the side wall 24B, a first side wall portion 24B1, and And an inclined wall portion 24B3 connecting the second side wall portion 24B2. The inclined wall portion 24B3 is inclined inward in the vehicle width direction from the front end of the first side wall portion 24B1 to the front side in plan view. Thereby, 2nd side wall part 24B2 is arrange | positioned with respect to 1st side wall part 24B1 at the vehicle width direction inner side.

  Further, a stopper portion 24C bent inward in the vehicle width direction is integrally formed at the front end portion of the upper end portion of the inclined wall portion 24B3. The stopper portion 24C is disposed adjacent to the rear side of the first link 52 in an operating state of a link mechanism 50 described later (see FIG. 1). In other words, in the operating state of the link mechanism 50 described later, the rotation of the first link 52 to one side in the rotation direction is limited by the stopper portion 24C.

  The first arm 26 is made of a steel plate similarly to the hinge base 24, is disposed on the inner side in the vehicle width direction with respect to the hinge base 24, and is bent in a substantially crank shape in plan view (see FIG. 3). Specifically, the first arm 26 includes a rear end portion 26A arranged with the vehicle width direction as the plate thickness direction, and an intermediate portion 26B that is inclined inward in the vehicle width direction from the front end of the rear end portion 26A toward the front side. And a front portion 26C extending from the front end of the intermediate portion 26B to the front side. Accordingly, the front portion 26C of the first arm 26 is disposed offset from the rear end portion 26A of the first arm 26 inward in the vehicle width direction.

  The rear end portion 26A of the first arm 26 is rotatably connected to the upper end portion of the first side wall portion 24B1 of the hinge base 24 by a first hinge pin HP1 whose axial direction is the vehicle width direction. Thus, the first arm 26 is configured to be rotatable relative to the hinge base 24 in the vertical direction (arrow A direction and arrow B direction in FIG. 2) with the first hinge pin HP1 as a rotation center.

  Further, as shown in FIGS. 1 and 6, a first mounting bolt B3 for mounting an actuator 30 described later is fixed to a lower portion in the longitudinal intermediate portion of the front portion 26C of the first arm 26, The first mounting bolt B3 protrudes inward in the vehicle width direction with the vehicle width direction as an axial direction. In addition, a bulging portion 26D that bulges inward in the vehicle width direction is formed on the upper portion of the front portion 26C at a position on the rear side of the first mounting bolt B3. A shear pin insertion hole 26E through which a shear pin (not shown) is inserted is formed in a substantially central portion of the bulging portion 26D.

  As shown in FIGS. 2 to 5, the second arm 28 is made of a steel plate. The second arm 28 is disposed on the inner side in the vehicle width direction with respect to the first arm 26, extends in the front-rear direction in a plan view, and is bent in a substantially inverted L shape in a front view. Specifically, the second arm 28 includes a side wall 28 </ b> A disposed in parallel with the front portion 26 </ b> C of the first arm 26. The front end portion 28F of the side wall 28A (second arm 28) is rotatably connected to the front end portion 26F of the first arm 26 (front portion 26C) by a second hinge pin HP2 whose axial direction is the vehicle width direction. . As a result, the second arm 28 is configured to be rotatable relative to the first arm 26 in the vertical direction (the arrow C direction and the arrow D direction in FIG. 2) with the second hinge pin HP2 as the rotation center.

  As shown in FIGS. 1 and 6, a shear pin insertion hole 28 </ b> B is formed through the side wall 28 </ b> A of the second arm 28 at a position corresponding to the aforementioned shear pin insertion hole 26 </ b> E of the first arm 26. A shear pin (not shown) is inserted into the shear pin insertion hole 26 </ b> E of the first arm 26 and the shear pin insertion hole 28 </ b> B of the second arm 28, and the second arm 28 is coupled to the first arm 26. Thereby, in the non-operation state of the actuator 30 mentioned later, relative rotation with respect to the 1st arm 26 of the 2nd arm 28 is restrict | limited.

  As shown in FIGS. 2 to 5, the second arm 28 includes a top wall 28 </ b> C. The top wall 28C extends inward in the vehicle width direction from the upper end of the side wall 28A, and is disposed adjacent to the lower surface of the bulging portion 14A of the hood 10 (see FIG. 2). A pair of mounting holes 28D arranged in the front-rear direction are formed through the top wall 28C. The hinge bolt B1 is inserted into the mounting hole 28D from below and screwed into the weld nut WN (see FIG. 2), whereby the top wall 28C is fastened (fixed) to the bulging portion 14A of the hood 10. ing. Thus, the hood 10 and the hinge base 24 are connected by the first arm 26 and the second arm 28.

  Further, a second mounting bolt B4 for mounting an actuator 30 described later is fixed to the rear end portion 28R of the side wall 28A of the second arm 28 at a position on the rear side with respect to the first mounting bolt B3. The second mounting bolt B4 is disposed with the vehicle width direction as an axial direction, and protrudes inward in the vehicle width direction from the second arm 28.

  The hood hinge 22 configured as described above functions as a hinge part that rotatably supports the hood 10. That is, when the hood 10 is normally opened and closed, the first arm 26 is rotated with respect to the hinge base 24 around the axis of the first hinge pin HP1 while the relative rotation of the first arm 26 and the second arm 28 is restricted. By doing so, the hood 10 is opened and closed.

(About the actuator 30)
As shown in FIGS. 1 and 3, the actuator 30 is disposed on the inner side in the vehicle width direction with respect to the second arm 28. The actuator 30 is spanned between the first mounting bolt B3 of the first arm 26 and the second mounting bolt B4 of the second arm 28, and is inclined upward as it goes to the rear side in a side view. The actuator 30 includes a cylinder 32 and a rod 36.

  The cylinder 32 is formed in a substantially bottomed cylindrical shape opened to the lower side (lower end side of the actuator 30). A mounting portion 34 (see FIG. 3) is integrally provided at the upper end portion of the cylinder 32, and a mounting hole (not shown) is formed through the mounting portion 34. And the 2nd mounting bolt B4 mentioned above is inserted in the said mounting hole, and the attaching part 34 is rotatably supported by the 2nd mounting bolt B4. Thus, the upper end portion of the cylinder 32 is attached to the second arm 28 so as to be rotatable relative to the second arm 28.

  As shown in FIG. 1, the rod 36 is formed in a substantially cylindrical shape and is arranged coaxially with the cylinder 32, and a portion excluding the lower end portion of the rod 36 is accommodated in the cylinder 32 so as to be relatively movable. ing. In addition, a mounting hole 36A (see FIG. 4) penetrating in the vehicle width direction is formed through the lower end portion of the rod 36, and the first mounting bolt B3 described above is inserted into the mounting hole 36A. A lower end portion of 36 is rotatably supported by the first mounting bolt B3. That is, the lower end portion of the rod 36 is attached to the first arm 26 so as to be rotatable relative to the first arm 26.

  In addition, a micro gas generator (hereinafter referred to as “MGG”) (not shown) is fitted into the middle portion in the longitudinal direction of the rod 36. This MGG is electrically connected to the ECU 40 (see FIG. 3) of the vehicle, and the MGG is configured to operate under the control of the ECU 40. When the MGG is activated, the gas generated by the MGG is supplied into the rod 36 and the cylinder 32, and the cylinder 32 is raised along the axial direction of the actuator 30. As a result, the second arm 28 rotates relative to the first arm 26 from the position shown in FIG. 2 upward (in the direction of arrow C in FIG. 2), and the hood 10 moves to the lifting position (FIG. 1). (Position shown). At this time, the first arm 26 is rotated relative to the hinge base 24 upward (in the direction of arrow A in FIG. 2). Furthermore, the actuator 30 has a holding mechanism (not shown) and restricts the backward movement of the cylinder 32 that has been raised to the lifting position with respect to the rod 36 by the holding mechanism.

(Link mechanism 50)
As shown in FIGS. 1 to 6, the link mechanism 50 includes a first link 52 and a second link 54. At the closed position of the hood 10, the link mechanism 50 is bent (folded) into a substantially V shape opened to the rear side in a side view (the state shown in FIG. 2). "Initial state").

  The first link 52 is made of a steel plate and has a substantially long plate shape. The first link 52 constitutes a portion on the one end side (lower portion) of the link mechanism 50 and is adjacent to the inner side in the vehicle width direction of the second side wall portion 24B2 in the hinge base 24 with the vehicle width direction as the plate thickness direction. Are arranged. Moreover, the 1st link 52 is arrange | positioned in the state which inclines a little upwards as it goes to the front side by a side view in an initial state. One end 52A of the first link 52 is rotatably connected to the lower end of the second side wall 24B2 by a first link pin LP1 with the vehicle width direction as the axial direction.

  A first bent portion 52 </ b> C that is bent in a substantially crank shape inward in the vehicle width direction is formed at a portion on the other end side of the first link 52. Thereby, in the 1st link 52, the other end part 52B is offset and arrange | positioned with respect to the one end part 52A at the vehicle width direction inner side. A connecting shaft 56 for connecting a second link 54 described later is fixed to the other end portion 52B of the first link 52, and the connecting shaft 56 protrudes inward in the vehicle width direction from the other end portion 52B. ing.

  Similarly to the first link 52, the second link 54 is made of a steel plate and has a substantially long plate shape. The second link 54 constitutes a portion (upper portion) on the other end side of the link mechanism 50 and is disposed on the inner side in the vehicle width direction of the first link 52 with the vehicle width direction as the plate thickness direction. In the initial state of the link mechanism 50, the second link 54 is arranged so as to be inclined downward as it goes to the front side as viewed from the side, and the angle θ formed by the first link 52 and the second link 54 is It has an acute angle (see FIG. 2).

  One end portion 54A of the second link 54 is disposed adjacent to the other end portion 52B of the first link 52 on the inner side in the vehicle width direction. 2, a circular connection hole 54D for connecting the first link 52 described above is formed through the one end portion 54A. The shaft portion 56A of the connecting shaft 56 of the first link 52 described above is inserted into the connecting hole 54D, and the one end portion 54A of the second link 54 is rotatably connected to the other end portion 52B of the first link 52. Has been.

  As shown in FIGS. 1 to 6, a second bent portion 54 </ b> C that is bent in a substantially crank shape inward in the vehicle width direction is formed at the other end portion of the second link 54. As a result, the other end 54B of the second link 54 is offset from the one end 54A of the second link 54 inward in the vehicle width direction. The other end 54B of the second link 54 is disposed adjacent to the front side of the second mounting bolt B4 of the second arm 28, and is second by a second link pin LP2 whose axial direction is the vehicle width direction. The arm 28 is rotatably connected to the side wall 28A.

  When the actuator 30 is activated and the hood 10 is lifted to the lifting position, the first link 52 rotates relative to the hinge base 24 in one direction of rotation (the direction of arrow E in FIG. 2). At the same time, the second link 54 rotates relative to the second arm 28 in one direction of rotation (direction of arrow F in FIG. 2), and the link mechanism 50 extends (deploys) in the vertical direction. (The state shown in FIG. 1 and FIG. 6, and this state is hereinafter referred to as “operating state”). Specifically, as shown in FIG. 1, in the operating state of the link mechanism 50, the angle θ formed by the first link 52 and the second link 54 is set to be slightly smaller than 180 °. Further, in the operating state of the link mechanism 50, the first link 52 is in contact with the stopper portion 24C, and the rotation of the first link 52 on one side (rear side of the vehicle) is limited. . That is, the overrun of the first link 52 rotated to the operating state is limited. In FIG. 1, the first link 52 and the stopper portion 24 </ b> C are illustrated slightly apart for convenience.

  Next, the operation and effect of this embodiment will be described.

  Whether or not the ECU 40 should operate the PUH device 20 based on a collision signal output from the collision detection sensor (not shown) to the ECU 40 when a collision object collides with the vehicle including the PUH device 20 configured as described above. Determine whether. When the ECU 40 determines that the PUH device 20 should be operated, an operation signal is output from the ECU 40 to the actuator 30 and the actuator 30 is operated.

  When the actuator 30 is actuated, the cylinder 32 is raised with respect to the rod 36 by the gas generated by the MGG. Thereby, the cylinder 32 lifts the rear end portion 28R of the second arm 28, and the rear end portion of the hood 10 is lifted to the lifted position (see FIG. 1). Specifically, the second arm 28 pivots upward relative to the first arm 26, and the first arm 26 pivots upward relative to the hinge base 24 to cause the rear end portion of the hood 10. Is lifted to the lifting position. At this time, the link mechanism 50 is switched from the initial state to the operating state (that is, switched from the folded state to the vertically extended state), and the upper side of the second arm 28 (the rear end portion of the hood 10). Is limited by the link mechanism 50.

  Next, the displacement of the rear end portion (second arm 28) of the lifted hood 10 at the time of a frontal collision between a collision object such as a wall and a vehicle will be described in comparison with a comparative example. The PUH device 200 of the comparative example is configured similarly to the PUH device 20 of the present embodiment except for the following points. That is, as shown in FIG. 8, in the PUH device 200 of the comparative example, the stopper portion 24C is omitted from the hinge base 24 of the present embodiment. And in the following description, in the PUH apparatus 200, the same code | symbol is attached | subjected about the member comprised similarly to this Embodiment.

  First, an overall deformation mode of the hood 10 when the vehicle collides frontally with a colliding body such as a wall will be described. As shown in FIG. 7, when the vehicle collides frontally with a colliding body such as a wall, a relatively large collision load toward the rear side of the vehicle is input to the front end portion of the hood 10. At this time, since the rear end portion of the hood 10 is supported by the PUH device 20, the hood 10 is deformed to be bent so that the middle portion in the front-rear direction of the hood 10 protrudes upward.

  Next, the displacement of the second arm 28 (the rear end portion of the hood 10) in the PUH device 200 of the comparative example when the vehicle collides with a colliding body such as a wall will be described. At the time of the frontal collision, a relatively large collision load on the rear side is input from the hood 10 to the second arm 28. Therefore, the second arm 28 is displaced to the rear side and is lowered as it moves rearward in a side view. It will be in the state where it inclines to the side. As shown in FIG. 8, the second arm 28 is connected to the hinge base 24 by the link mechanism 50, and the second arm 28 (the rear end portion of the hood 10) is displaced upward in the lifting position. Is limited by the link mechanism 50. For this reason, the link mechanism 50 acts to hold the second arm 28 to the hinge base 24. Accordingly, the second arm 28 is displaced rearward in a state where the second arm 28 is fixed to the hinge base 24 by the link mechanism 50 (see the second arm 28 indicated by a two-dot chain line in FIG. 8). At this time, although not shown, the first arm 26 is deformed by a collision load to the rear side.

  In the comparative example, the hinge base 24 is not provided with the stopper portion 24C. For this reason, the rotation of one side of the first link 52 in the operating state (the direction of arrow E in FIG. 8 and the rear side) is not restricted. As a result, the entire link mechanism 50 (the first link 52 and the second link 54) rotates rearward about the first link pin LP1 as the second arm 28 is displaced rearward. (See the link mechanism 50 shown by the two-dot chain line in FIG. 8). As described above, in the comparative example, although the second arm 28 can be secured to the hinge base 24 by the link mechanism 50, the entire link mechanism 50 is moved to the rear of the vehicle as the second arm 28 is displaced rearward. Rotate to the side. For this reason, the second arm 28 after the frontal collision of the vehicle may be largely displaced rearward with respect to the second arm 28 before the frontal collision.

  On the other hand, in the present embodiment, as shown in FIG. 9, the hinge base 24 is provided with a stopper portion 24 </ b> C, and the first link 52 is rotated in one side in the operating state of the link mechanism 50 ( The rotation to the rear side is limited by the stopper portion 24C. For this reason, after a frontal collision between a collision object such as a wall and the vehicle, the second arm 28 is displaced to the vehicle rear side as in the comparative example, but the first link 52 is rotated in one direction (rear side). The second arm 28 can be secured to the hinge base 24 by the link mechanism 50 in a state where the pivoting to the position is restricted. That is, as the second arm 28 is displaced to the rear side of the vehicle, only the second link 54 is rotated rearward about the connecting shaft 56 (the second link indicated by a two-dot chain line in FIG. 9). 54). As a result, according to the present embodiment, the entire link mechanism 50 is restrained from rotating rearward as in the comparative example, so that the second arm 28 is moved backward relative to the comparative example. (See the second arm 28 indicated by a two-dot chain line in FIG. 9). Specifically, with respect to the rear end position of the second arm 28 after the frontal collision in the comparative example (the position indicated by the line L1 in FIGS. 8 and 9), the second arm 28 after the frontal collision in the present embodiment. The rear end position of the two arms 28 (the position indicated by the line L2 in FIG. 9) can be the front side. As described above, it is possible to suppress the rear end portion of the hood 10 from being largely displaced rearward after the frontal collision of the vehicle. As a result, the rear end portion of the hood 10 after the frontal collision and the windshield glass WG of the vehicle (see FIG. 7). ) Can be increased.

  In the present embodiment, in the operating state of the link mechanism 50, the angle θ formed by the first link 52 and the second link 54 is set to be smaller than 180 °. In other words, in the operating state of the link mechanism 50, the first link 52 and the second link 54 are not arranged linearly but are arranged in a slightly bent state. For this reason, when a downward collision load acts on the hood 10 from a pedestrian who falls on the hood 10 when the pedestrian collides with the vehicle, the link mechanism 50 (the first link 52 and the second link 54) does not stretch. Acts as follows. Thereby, the reaction force of the hood 10 which acts on a pedestrian can be reduced. Therefore, the protection performance against a pedestrian who falls on the hood 10 can be further improved.

  The second arm 28 is connected to a hinge base 24 fixed to the cowl top side 16 by a link mechanism 50. For this reason, when the hood 10 is lifted to the lifted position, it is possible to suppress vertical deflection of the rear end portion of the hood 10. Thereby, the vibration of the hood 10 when the hood 10 is lifted to the lifting position can be suppressed.

  In the present embodiment, the hinge base 24 is provided with a stopper portion 24 </ b> C that restricts the rotation of the first link 52 in the operating state to one side (rear side) of the rotation direction. Instead, the stopper portion 24C may be provided on the cowl top side 16 (that is, the vehicle body).

  In the present embodiment, the stopper portion 24 </ b> C is configured to limit the rotation of the first link 52 in the operating state to one side (rear side). Instead of this, the second link 54 in the operating state may be configured to be restricted from rotating in one direction (rear side) in the rotation direction by the stopper portion 24C. That is, the stopper portion 24C may be disposed adjacent to the rear side of the second link 54 in the operating state. In this case, the rotation of the entire link mechanism 50 (the first link 52 and the second link 54) in the operating state to the vehicle rear side is restricted. For this reason, it can suppress effectively that the displacement amount to the rear side of the rear-end part of the food | hood 10 after the front collision of a vehicle becomes large.

10 Hood 16 Cowl top side (body)
20 Vehicle pop-up hood device 24 Hinge base 24C Stopper portion 26 First arm 28 Second arm 30 Actuator 50 Link mechanism 52 First link 52A First link one end 54 Second link 54A Second link one end 54B Second The other end of the link

Claims (1)

A hinge base fixed to the vehicle body,
A first arm rotatably connected to the hinge base;
A second arm fixed to the rear end of the hood and rotatably connected to the first arm;
It spans between the first arm and the second arm, and operates in the event of a frontal collision of the vehicle to rotate the second arm relative to the first arm to the upper side of the vehicle to hold the hood from the closed position. An actuator to lift to the upper position;
A first link having one end rotatably connected to the hinge base, and one end rotatably connected to the other end of the first link and the other end rotatable to the second arm. A second link connected to the vehicle, wherein the hood is in an initial state when the hood is in the closed position, and is linear along a vehicle vertical direction when the hood is in the lifting position. A link mechanism that is in an operative state for restricting displacement of the second arm relative to the hinge base toward the vehicle upper side;
A stopper part provided on the hinge base or the vehicle body, and the first link or the second link in the operating state is in contact with each other to limit the rotation of the first link or the second link to the vehicle rear side; ,
Pop-up hood device for vehicles equipped with.

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