CN111032444A - Collision detection structure - Google Patents
Collision detection structure Download PDFInfo
- Publication number
- CN111032444A CN111032444A CN201780094105.XA CN201780094105A CN111032444A CN 111032444 A CN111032444 A CN 111032444A CN 201780094105 A CN201780094105 A CN 201780094105A CN 111032444 A CN111032444 A CN 111032444A
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- China
- Prior art keywords
- wall portion
- tube
- rear wall
- pressure
- collision
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/48—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
A collision detection structure (1) is characterized by comprising: a pressure generation pipe (4) extending in the vehicle width direction; a plate-shaped rear wall section (10) provided on the rear side of the pressure generation pipe (4); a tube compression section (20) provided on the front side of the pressure generation tube (4) and having a plate-like extension wall section (21) extending in the front-rear direction; and a pressure sensor (5) provided on the rear surface side of the rear wall section (10), wherein the pressure generating tube (4) is disposed on the rear surface side of the rear wall section (10) at the vehicle width direction end of the rear wall section (10) and is connected to the pressure sensor (5), and at least one of a first tube housing section (50A) that houses the pressure generating tube (4) so as to allow it to move rearward and a second tube housing section (50B, 50C) that houses the pressure generating tube so as to allow it to move in the direction along the rear surface of the rear wall section (10) is formed on the rear surface of the rear wall section (10).
Description
Technical Field
The present invention relates to a collision detection structure for a vehicle.
Background
As a structure for detecting a frontal collision of a vehicle, patent document 1 discloses a structure in which a foam body is disposed on a front side of a bumper beam, and a pipe is disposed so as to extend in a vehicle width direction between the bumper beam and the foam body, specifically, in a recess formed in a rear portion of the foam body.
Documents of the prior art
Patent document
Patent document 1: japanese Kokai publication Hei 2014-505629
Disclosure of Invention
In the above-described structure, the pressure sensors are connected to both ends of the tube in the vehicle width direction. The pressure sensor is provided behind the cover in a state of being exposed from the foam body and the bumper beam. Therefore, it is impossible to absorb the length variation of the tube and to protect the exposed portion of the tube.
The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a collision detection structure capable of simultaneously achieving the functions of absorbing the length deviation of the pressure generating pipe and protecting the pressure generating pipe.
In order to solve the above problem, a collision detection structure according to the present invention includes: a pressure generating pipe extending in the vehicle width direction; a plate-shaped rear wall portion provided on a rear side of the pressure generating tube; a tube compression portion provided on a front side of the pressure generating tube, the tube compression portion having a plate-like extended wall portion extended in a front-rear direction; and a pressure sensor provided on a rear surface side of the rear wall portion, wherein the pressure-generating tube is disposed on the rear surface side of the rear wall portion at an end portion of the rear wall portion in the vehicle width direction and connected to the pressure sensor, and at least one of a first tube housing portion that houses the pressure-generating tube so as to allow the pressure-generating tube to move rearward and a second tube housing portion that houses the pressure-generating tube so as to allow the pressure-generating tube to move in a direction along the rear surface of the rear wall portion is formed on the rear surface of the rear wall portion.
According to the present invention, the length deviation absorbing and protecting functions of the pressure generating tube can be simultaneously realized in the collision detecting structure.
Drawings
Fig. 1 is a perspective view schematically showing a collision detection structure according to an embodiment of the present invention.
Fig. 2 is a cross-sectional view schematically showing a collision detection structure according to an embodiment of the present invention.
Fig. 3 is a rear view schematically showing the rear wall portion.
Fig. 4 is a schematic sectional view taken along line IV-IV of fig. 1.
Fig. 5 is a schematic sectional view taken along line V-V of fig. 1.
Fig. 6 is a schematic sectional view taken along line VI-VI of fig. 1.
Fig. 7 is a schematic sectional view taken along line VII-VII of fig. 1.
Fig. 8 is a schematic sectional view taken along line VIII-VIII of fig. 1.
Fig. 9 is a plan view schematically showing an end portion in the vehicle width direction of the collision detection structure according to the embodiment of the present invention.
Fig. 10 is a perspective view schematically showing an example of a vehicle width direction end portion of the collision detection structure according to the embodiment of the present invention.
Fig. 11 is a perspective view schematically showing an example of a vehicle width direction end portion of the collision detection structure according to the embodiment of the present invention.
Fig. 12 is a perspective view schematically showing an end portion of the rear wall portion in the vehicle width direction.
Fig. 13 is a rear view schematically showing a vehicle width direction end portion of the rear wall portion.
Fig. 14 is a schematic sectional view taken along the line XIV-XIV of fig. 13.
Fig. 15 is a schematic sectional view taken along line XV-XV of fig. 13.
Fig. 16 is a schematic sectional view taken along line XVI-XVI of fig. 13.
Detailed Description
The embodiment of the present invention will be specifically described with reference to the drawings, taking as an example a case where the collision detection structure of the present invention is applied to a front bumper of a vehicle in order to absorb a collision of, for example, a pedestrian. In the following description, the same elements are denoted by the same reference numerals, and redundant description thereof is omitted.
As shown in fig. 1, a collision detection structure 1 of an embodiment of the present invention is a structure for detecting a collision (e.g., a pedestrian) when the collision collides with, for example, the front of a vehicle. As shown in fig. 1 and 2, the collision detection structure 1 includes: a pressure generating tube 4 provided between the bumper beam 2 and the bumper face 3 at the front of the vehicle and extending in the vehicle width direction; a pair of left and right pressure sensors 5, 5 connected to the pressure generating tube 4; a load transmission member 6; and a tube holding member 40.
< Bumper Beam >
The bumper beam 2 is a metal member that extends in the vehicle width direction at the front of the vehicle. The vehicle-width-direction both end portions of the bumper beam 2 are connected to a vehicle frame member (front side member) extending in the front-rear direction on the rear side of the bumper beam 2. The bumper beam 2 transmits a collision load input thereto to the aforementioned skeleton member at the time of a vehicle collision (frontal collision).
As shown in fig. 2, the bumper beam 2 integrally includes an upper wall portion 2a extending in the front-rear direction in side view, a rear wall portion 2b extending downward from a front end portion of the upper wall portion 2a, and an upper wall portion 2c extending forward from a lower end portion of the rear wall portion 2 b. The bumper beam 2 integrally includes a front wall portion 2d extending downward from a front end portion of the upper wall portion 2c, an intermediate upper wall portion 2e extending rearward from a lower end portion of the front wall portion 2d, and an intermediate front wall portion 2f extending downward from a rear end portion of the intermediate upper wall portion 2e in a side view. The bumper beam 2 integrally includes an intermediate lower wall portion 2g extending forward from a lower end portion of the intermediate front wall portion 2f, a front wall portion 2h extending downward from a front end portion of the intermediate lower wall portion 2g, and a lower wall portion 2i extending rearward from a lower end portion of the front wall portion 2h in a side view. The bumper beam 2 integrally includes a rear wall portion 2j extending downward from the rear end of the lower wall portion 2i and a lower wall portion 2k extending rearward from the lower end of the rear wall portion 2j in side view.
That is, a recess portion composed of an intermediate upper wall portion 2e, an intermediate front wall portion 2f, and an intermediate lower wall portion 2g is formed on the front surface of the bumper beam 2. The pressure generating tube 4, the tube compression portion 20 of the load transmission member 6, and the tube holding member 40, which will be described later, are disposed in front of the concave portion, and are easy to assemble and disassemble.
< bumper appearance article >
The bumper face 3 is a resin member or a metal member that is provided in front of the bumper beam 2 and constitutes an outer surface (a face) of the vehicle. The bumper appearance 3 integrally includes an upper wall portion 3a extending in the front-rear direction in side view, a front wall portion 3b extending downward from a front end portion of the upper wall portion 3a, and a lower wall portion 3c extending rearward from a lower end portion of the front wall portion 3 b.
< pressure generating pipe >
The pressure generating tube 4 extends in the vehicle width direction between the bumper beam 2 and the bumper face 3. The pressure generating tube 4 is a flexible resin member, and generates pressure in an internal fluid (for example, air) when compressed and crushed by a load.
< pressure sensor >
As shown in fig. 1, a pair of left and right pressure sensors 5, 5 are connected to both end portions of the pressure generating tube 4. The pressure sensor 5 detects the pressure of the internal fluid generated by the crushing deformation of the pressure generation tube 4, and outputs the detection result to a control unit (not shown). The control unit executes control for protecting an impact object (e.g., a pedestrian) by raising a power compartment cover (engine hood) provided at the front of the vehicle, for example, based on the detection results of the pair of left and right pressure sensors 5, 5.
< load transmitting Member >
The load transmission member 6 is a resin member (for example, PP (polypropylene)) provided between the bumper beam 2 and the bumper face 3. The load transmission member 6 is formed by, for example, injection molding, and has rigidity without a collision detection delay. The load transmission member 6 compresses the pressure generating tube 4 at the time of a vehicle collision (frontal collision) to generate pressure in the fluid in the pressure generating tube 4. As shown in fig. 2, the load transmission member 6 integrally includes a rear wall portion 10, a tube compression portion 20, and a hinge portion 30.
Rear wall section
The rear wall portion 10 is a long plate-like portion disposed on the rear side of the pressure generating tube 4 and extending in the vertical direction and the horizontal direction (i.e., extending in the forehead surface direction). As shown in fig. 3, the rear wall portion 10 is formed with a plurality of combinations of a rectangular hole portion 11, an engaging portion 12 extending downward from an upper edge portion of the hole portion 11, and a separation preventing portion 13 extending upward from a lower edge portion of the hole portion 11 in the vehicle width direction. The locking portion 12 is in the shape of a claw that can be locked to a peripheral edge portion of a hole portion 44a described later. The falling-off preventing portion 13 has a tongue shape that is provided so as to extend upward from the middle portion of the lower edge portion of the hole 11 with a space left at both end portions.
A pair of upper and lower flanges 14, 14 are formed on the rear wall portion 10. The upper flange portion 14 extends rearward from the upper edge portion of the rear wall portion 10, and is disposed above the upper wall portion 2c of the bumper beam 2. The lower flange portion 14 extends rearward from the lower edge portion of the rear wall portion 10, and is disposed below the lower wall portion 2i of the bumper beam 2. The portion of the rear wall portion 10 where the flange portion 14 is formed constitutes a large cross-sectional area portion having a larger cross-sectional area in a side view than a portion (i.e., a general surface) of the rear wall portion 10 where the flange portion 14 is not formed. The large cross-sectional area portion is provided continuously in the vehicle width direction.
In the present embodiment, the flange portion 14 includes a first wall portion 14a extending rearward from an edge portion of the rear wall portion 10, a second wall portion 14b extending rearward from the rear wall portion 10 so as to face the first wall portion 14a, and a plurality of bridge wall portions 14c connecting the first wall portion 14a and the second wall portion 14 b. The plurality of mounting wall portions 14c are obliquely mounted, respectively. One of the bridging wall portions 14c is parallel to two adjacent bridging wall portions 14c, and the adjacent pair of bridging wall portions 14c are in a figure of eight.
The rear wall portion 10 is fixed to the front wall portions 2d and 2h of the bumper beam 2 by a protrusion 15 formed to protrude rearward from the rear wall portion 10 (see fig. 5). The projecting portion 15 is provided on the vehicle width direction inner side than a pair of right and left fixing portions 16, 16 (see fig. 1 and 6) described later.
Section of tube compression
As shown in fig. 2, the tube compression portion 20 is a portion that is disposed on the front side of the pressure generating tube 4, does not normally compress the pressure generating tube 4, and compresses the pressure generating tube 4 in cooperation with the rear wall portion 10 at the time of a vehicle collision (front collision). The tube compressing portion 20 integrally includes an extending wall portion 21 extending in the front-rear direction, a front wall portion 22 extending downward from a front end portion of the extending wall portion 21, an opposing wall portion 23 extending downward from the vicinity of the front end portion of the extending wall portion 21 so as to face the front wall portion 22, and a compressing wall portion 24 extending downward from the vicinity of the rear end portion of the extending wall portion 21.
In the present embodiment, the extension wall portion 21 is a long plate-shaped portion that is inclined so as to go downward as it shifts forward. That is, the front end portion (distal end portion) of the extending wall portion 21 is located below the rear end portion (proximal end portion) of the extending wall portion 21. That is, the distal end portion of the extended wall portion 21 is offset toward the pressure generation pipe 4 in the vertical direction with respect to the proximal end portion of the extended wall portion 21. In addition, the extension wall portion 21 is formed to be curved so as to be convex downward in side view.
The front wall 22 has a hole 22 a. A locking portion 45 of the reinforcement member 40 described later is locked to the peripheral edge portion of the hole 22 a. The length (vertical dimension) of the opposing wall portion 23 is set shorter than the front wall portion 22. The engaging portion 45 of the tube holding member 40 described later is abutted against the opposing wall portion 23. The compression wall portion 24 is provided at a position separated from the rear wall portion 10 only by the diameter of the pressure generating tube 4.
Hinge section
The hinge portion 30 is rotatably connected to a rear end portion (base end portion) of the extending wall portion 21 of the tube compression portion 20 above the pressure generation tube 4 with respect to the rear wall portion 10. The hinge portion 30 integrally includes an upper wall portion (first wall portion) 31 extending forward from the rear wall portion 10, and a front wall portion (second wall portion) 32 extending downward from a front end portion of the upper wall portion 31. The lower end portion of the front wall portion 32 is connected to the rear end portion of the extended wall portion 21 of the tube compression portion 20.
< pipe holding part >
The tube holding member 40 is a resin member (for example, made of PP (polypropylene)) that is provided so as to face the extended wall portion 21 of the tube compression portion 20 and holds the pressure generating tube 4 in cooperation with the extended wall portion 21. The tube holding member 40 is formed by, for example, injection molding, and has rigidity without delay of collision detection as with the tube compression portion 20. The tube holding member 40 integrally includes an extending wall portion 41 extending in the front-rear direction, an intermediate piece portion 42 extending downward from the rear end portion of the extending wall portion 41, a lower piece portion 43 extending rearward from the lower end portion of the intermediate piece portion 42, a rear piece portion 44 extending upward from the rear end portion of the lower piece portion 43, and a locking portion 45 extending upward from the front end portion of the extending wall portion 41.
The intermediate piece portion 42 and the lower piece portion 43 have the same function as the hinge portion 30 as the hinge portion for the extended wall portion 41. A rectangular hole 44a is formed in the rear piece 44. The locking portion 12 of the rear wall portion 10 is locked to the peripheral edge portion of the hole portion 44 a. That is, the tube holding member 40 is locked to the rear side of the rear wall portion 10. The locking portion 45 is in the shape of a claw that can be locked to the peripheral edge of the hole 22 a.
< Assembly of tube holding Member to load transmitting Member >
The worker assembles the pipe holding member 40 to the load transmission member 6 with the pressure generating pipe 4 disposed between the rear wall portion 10 and the compression wall portion 24 of the load transmission member 6. Here, the operator inserts the rear piece portion 44 of the tube holding member 40 from the front into the hole portion 11 of the rear wall portion 10, and engages the engaging portion 12 of the rear wall portion 10 with the hole portion 44a of the rear piece portion 44. Similarly, the operator brings the locking portion 45 of the tube holding member 40 into contact with the opposing wall portion 23 and locks the same in the hole portion 22a of the front wall portion 22.
Here, when the rear piece portion 44 is inserted into the hole portion 11, the detachment prevention portion 13 is elastically deformed so as to escape rearward, and insertion of the rear piece portion 44 into the hole portion 11 is permitted. On the other hand, after the locking portion 12 is locked in the hole 44a, the falling-off prevention portion 13 prevents the rear piece portion 44 from falling off from the rear wall portion 10.
< compression of pressure-generating tube at collision >
As shown in fig. 4, during a vehicle collision (frontal collision), the frontal collision load F acts on the extended wall portion 21 of the tube compression portion 20 at the hinge portion 30 (particularly, at the point P where the upper wall portion 31 and the front wall portion 32 are connected, namely, at the connecting portion between them1) The moment M is a moment M rotating axially downward. Similarly, the front collision load F acts on the extended wall portion 41 of the tube holding member 40 as a moment M that rotates downward about the base end portion of the extended wall portion 41 (the connecting portion between the extended wall portion 41 and the intermediate piece portion 42). By this moment M, the compression wall portion 24 of the tube compression portion 20 sandwiches the pressure-generating tube 4 with the rear wall portion 10, and compresses the pressure-generating tube 4 so as to crush rearward.
Here, the length L in the front-rear direction of the extending wall portion 41 of the tube holding member 402A length L in the front-rear direction of the extension wall 21 of the tube compression part 201Compared with the larger setting. The point P, which is the connecting portion between the upper wall 31 and the front wall 321The center of rotation of the extending wall portion 21 is defined, and the connecting portion between the extending wall portion 41 and the intermediate piece portion 42 is defined as the center of rotation of the extending wall portion 41. The center of rotation of the extended wall 41 is located directly below the pipe 4 and rearward of the center of rotation of the extended wall 21. Therefore, when the extending wall portions 21 and 41 are rotated downward, the distal end portions of the extending wall portions 21 and 41 come close to each other, and release of locking of the extending wall portions 21 and 41 can be prevented.
As shown in fig. 1, four fixing portions 16 are formed in the rear wall portion 10. The fixing portion 16 is a flange portion for bolting the rear wall portion 10 to the bumper beam 2, and integrally includes a first wall portion 16a extending rearward from one of upper and lower edge portions of the rear wall portion 10, and a second wall portion 16b extending upward, downward, and outward from a rear end portion of the first wall portion 16 a.
The four fixing portions 16 are disposed above and below one side of the rear wall portion 10 in the vehicle width direction and above and below the other side thereof in the vehicle width direction. The second wall portion 16b of the upper left fixing portion 16 is bolted to the rear wall portion 2b of the bumper beam 2, and the second wall portion 16b of the lower left fixing portion 16 is bolted to the rear wall portion 2j of the bumper beam 2 (see fig. 6). Similarly, the second wall portion 16b of the upper right fixing portion 16 is bolted to the rear wall portion 2b of the bumper beam 2, and the second wall portion 16b of the lower right fixing portion 16 is bolted to the rear wall portion 2j of the bumper beam 2.
In the rear wall portion 10, a portion (i.e., a cantilever portion of the rear wall portion 10) 10B on the vehicle width direction outer side of the left and right lower fixing portions 16, 16 that are the vehicle width direction outermost sides is set to have a smaller rigidity than a portion (i.e., a portion between the pair of left and right fixing portions 16, in the present embodiment, up to the pair of left and right fixing portions 16, 16) 10A on the vehicle width direction inner side of the left and right lower fixing portions 16, 16. The rigidity referred to herein is the rigidity in the front-rear direction, that is, the rigidity of the vehicle with respect to the front collision load F. The following examples are given as methods of setting the rigidity of the portions 10A and 10B.
The material of the modified portions 10A and 10B.
In this case, the material may be, for example, young's modulus, proof stress, hardness, or the like, which is determined depending on the type, composition, or the like of the material. The rear wall portion 10 can be formed by two-color molding or the like.
The cross-sectional areas of the modified portions 10A and 10B.
The rear wall portion 10 can be realized by, for example, omitting a part or all of the flange portion 14 in the portion 10B, by setting the cross-sectional area of the portion 10B in the side view smaller than the cross-sectional area of the portion 10A in the side view. In the present embodiment, as shown in fig. 9, a cutout portion 17 having a shape that opens rearward is formed in the flange portion 14 at the portion 10B of the rear wall portion 10.
When a frontal collision load F is input to the vehicle width direction outer side of the cutout portion 17 of the load transmission member 6 at the time of a collision (frontal collision) of the vehicle, the rear wall portion 10 deforms so as to bend in the cutout portion 17. That is, a portion of the rear wall portion 10 that is on the vehicle width direction outer side of the cutout portion 17 is bent to move rearward (indicated by a broken line in fig. 9), whereby the pressure generation pipe 4 is compressed at the bent portion, and pressure is generated in the internal fluid.
From the viewpoint of preventing interference between the rear wall portion 10 and the bumper beam 2, the cutout portion 17 may be formed in the rear wall portion 10 at a portion 10C that is on the outer side in the vehicle width direction than the end portion in the vehicle width direction of the bumper beam 2. Further, in front of this portion 10C, the front end portions of the extending wall portions 21, 41 are inclined so as to move rearward as they go outward in the vehicle width direction.
As shown in fig. 10, in a portion 10B of the rear wall portion 10, a hole portion (or a cutout portion) 18 is formed near the base end portion of the hinge portion 30. The hole 18 is used to pass the pressure generation pipe 4 to the rear surface side of the rear wall 10. In this example, the hole 18 is formed integrally with the cutout 18 a. The inner end portion of the cutout portion 18a in the vehicle width direction communicates with the hole portion 18, and the outer end portion of the cutout portion 18a in the vehicle width direction is open in the outer end portion of the portion 10B of the rear wall portion 10 in the vehicle width direction. In this example, the cutout 18a is formed in the front portion of the lateral flange wall 51b, and the upper portion and the lower portion of the lateral flange wall 51b across the cutout 18a are connected to the rear side of the cutout 18 a. The hole 18 and the cutout 18a each have a function of reducing the rigidity of the portion 10B of the rear wall 10 to approach the rigidity of the hinge 30.
In another example, as shown in fig. 11, wall portions (third wall portions) 33 are formed at both ends of the hinge portion 30 in the vehicle width direction. The wall portion 33 connects the rear wall portion 10 and the upper wall portion 31 and the front wall portion 32 of the hinge portion 30 at the vehicle width direction end portion of the hinge portion 30. That is, the third wall portion 33 closes the gap formed between the rear wall portions 10 at the vehicle width direction outer end portions of the hinge portions 30. In this example, the cutout 18a is not formed in the portion 10B of the rear wall 10. In addition, fig. other than fig. 11, particularly fig. 12 to 16 used in the following description, show an example in which the cutout 18a is not formed.
As shown in fig. 7, the mis-assembly preventing portion 41a is formed in the extended wall portion 41 of the tube holding member 40 at a position forward of the compressed wall portion 24 of the tube compressing portion 20. The erroneous assembly preventing portion 41a is a convex portion that protrudes upward, and the distance from the extending wall portion 21 is set smaller than the outer diameter (diameter) of the pressure generating tube 4. The erroneous assembly preventing portion 41a prevents the pressure generating tube 41a from being erroneously assembled at a position different from the set position (normal position: a position surrounded by the rear wall portion 10, the extended wall portion 21, the compression wall portion 24, and the extended wall portion 41 and located rearward of the erroneous assembly preventing portion 41a in the present embodiment). In this structure, when the pressure-generating tube 4 is at a position separated from between the rear wall 10 and the compression wall 24 when the pressure-generating tube 4, the load transmission member 6, and the tube holding member 40 are assembled, the worker feels the reaction force from the pressure-generating tube 4 by the erroneous assembly preventing portion 41 a.
The erroneous assembly preventing portion 41a is provided at the same position as the engagement portion between the tube holding member 40 and the rear wall portion 10 in the vehicle width direction, that is, in front of the engagement portion (the height may be shifted).
As shown in fig. 8, a tube position confirmation portion 41b is formed at the rear end portion of the extended wall portion 41 of the tube holding member 40. The tube position confirmation part 41b is a hole part through which the arrangement of the pressure generating tube 4 at the proper position can be visually confirmed.
As shown in fig. 1, the erroneous assembly preventing portions 41a and the pipe position checking portions 41b are alternately arranged in the vehicle width direction. The collision detection structure 1 may be configured to include an erroneous assembly preventing portion 21a shown in fig. 2 instead of the erroneous assembly preventing portion 41 a. The erroneous assembly preventing portion 21a is a convex portion that protrudes downward at a position ahead of the compression wall portion 24 of the extended wall portion 21, and the distance from the extended wall portion 41 is set smaller than the outer diameter (diameter) of the pressure generating tube 4.
As shown in fig. 12 and 13, a peripheral flange wall 51, a pair of groove side walls 52a and 52b, a groove side wall 53, a groove bottom wall 54a and a groove side wall 54b, and a mounting wall 55 are formed at the vehicle width direction end of the rear wall 10.
The peripheral flange wall 51 is a wall extending rearward from the peripheral edge of the rear wall 10. The peripheral flange wall portion 51 integrally includes an upper flange wall portion 51a extending rearward from the upper edge portion and continuous with the first wall portion 14a of the upper flange portion 14, a lateral flange wall portion 51b extending rearward from the vehicle width direction edge portion, and a lower flange wall portion 51c extending rearward from the lower edge portion. The lower flange portion wall 51c is not formed at a portion corresponding to a groove bottom wall portion 54a and a groove side wall portion 54b, which will be described later.
The groove side wall portion 52a is formed extending outward in the vehicle width direction from the vehicle width direction outer edge portion of the hole portion 18 and curved downward, and is continuous with the lateral flange wall portion 51 b. The groove side wall portion 52b is formed to extend outward in the vehicle width direction from the vehicle width direction outer edge portion of the hole portion 18 and to be bent downward, and faces the groove side wall portion 52a and the lateral flange wall portion 51 b. The groove side wall portion 52a, a part of the lateral flange wall portion 51b, the groove side wall portion 52b, and the rear wall portion 10 corresponding to these portions are the first pipe housing portion 50A having a groove shape in which the rear wall portion 10 is a bottom wall portion.
The groove side wall portion 53 extends inward and upward in the vehicle width direction from the rear end portions of the lateral flange wall portion 51b and the lower flange wall portion 51 c. The lateral flange wall 51B, the lower flange wall 51c, the groove side wall 53, and the rear wall 10 corresponding to these portions are a second pipe housing portion 50B having a groove shape with the lateral flange wall 51B and the lower flange wall 51c as bottom walls.
The groove bottom wall portion 54a extends rearward from the vicinity of the lower edge of the rear wall portion 10. Groove side wall portion 54b extends downward from the rear end portion of groove bottom wall portion 54 a. The groove bottom wall portion 54a, the groove side wall portion 54b, and the rear wall portion 10 at the portions corresponding to these portions are the second pipe housing portion 50C having a groove shape in which the groove bottom wall portion 54a is a bottom wall portion. In the present embodiment, the groove side wall portion 54b is continuously continuous with the groove side wall portion 53.
The mounting wall portion 55 extends rearward from the rear wall portion 10 on the vehicle width direction inner side of the groove bottom wall portion 54a and the groove side wall portion 54b, and is continuous with the groove bottom wall portion 54a and the groove side wall portion 54 b. The pressure sensor 5 is attached to the lower surface of the attachment wall portion 55.
On the rear surface side of the rear wall portion 10, the pressure generating pipe 4 is disposed so as to have a U-shape having an opening on the inside in the vehicle width direction. In the present embodiment, the pressure sensor 5 is attached to a portion outside the cutout portion 17 of the rear wall portion 10 in the vehicle width direction. Therefore, in the collision detection structure 1, compared to the case where the pressure sensor 5 is attached to the portion that is on the vehicle width direction inner side of the cutout portion 17 of the rear wall portion 10, when the rear wall portion 10 is deformed so as to bend at the cutout portion 17, the pressure generation pipe 4 can be prevented from being unnecessarily crushed in the vicinity of the pressure sensor 5.
As shown in fig. 14, a portion of the pressure-generating tube 4 that bypasses the rear surface side of the rear wall portion 10 through the hole portion 18 and bends downward in the vehicle width direction is housed in the first tube housing portion 50A. The first tube housing portion 50A is a groove portion that houses a part of the pressure-generating tube 4 so as to allow the latter to move backward. The groove of the first tube housing portion 50A has a depth larger than the diameter (outer diameter) of the pressure generation tube 4. That is, the groove side wall portions 52a and 52b and the lateral flange wall portion 51b are provided at a height from the rear wall portion 10 to be larger than the diameter (outer diameter) of the pressure generation pipe 4. In the first tube housing portion 50A, the pressure-generating tube 4 is preferably housed in contact with the rear wall portion 10 and the groove side wall portion 52b (by two-surface contact), and more preferably also in contact with one of the groove side wall portion 52a and the lateral flange wall 51b (by three-surface contact).
As shown in fig. 15, the pressure-generating tube 4 is accommodated in the second tube accommodating portion 50B at a portion extending downward from the first tube accommodating portion 50A and bent inward in the vehicle width direction. The second pipe housing portion 50B is a groove portion that houses a part of the pressure-generating pipe 4 so as to allow the part to move in a direction along the rear surface of the rear wall portion 10 (here, inward and upward in the vehicle width direction). The groove of the second tube housing portion 50B has a depth larger than the diameter (outer diameter) of the pressure generation tube 4. That is, the height of the groove side wall portion 53 from the vertical side of the lateral flange wall portion 51b is larger than the diameter (outer diameter) of the pressure generation pipe 4. In the second tube housing portion 50B, the pressure-generating tube 4 is desirably housed so as to be in contact with the rear wall portion 10 and the groove side wall portion 53 (by both surface contact).
The second tube housing portion 50B is a portion in which the variation in length of the pressure generation tube 4 is absorbed particularly in the housing portions 50A, 50B, and 50C. For example, when the pressure-generating tube 4 is short, the pressure-generating tube 4 is accommodated in the second tube accommodating portion 50B at a position separated from the lateral flange wall portion 51B and the lower flange wall portion 51c (see the two-dot chain line in fig. 13).
As shown in fig. 16, of the pressure-generating tubes 4, the portion "extending from the second tube housing portion 50B to the inside in the vehicle width direction" is housed in the second tube housing portion 50C. The second tube housing portion 50C is a groove portion that houses a part of the pressure-generating tube 4 so as to allow the movement in a direction along the rear surface of the rear wall portion 10 (here, downward). The second pipe housing portion 50C is inclined so as to incline rearward as it shifts inward in the vehicle width direction. The groove of the second tube housing portion 50C has a depth larger than the diameter (outer diameter) of the pressure generation tube 4. That is, the rear wall portion 10 and the groove side wall portion 54b are erected from the groove bottom wall portion 54a to a height greater than the diameter (outer diameter) of the pressure generation pipe 4. In the second tube housing portion 50C, the pressure-generating tube 4 is preferably housed in contact with the rear wall portion 10 and the groove bottom wall portion 54a (by two-surface contact), and more preferably also in contact with the groove side wall portion 54b (by three-surface contact).
As shown in fig. 12 and 13, tube holding member 40 integrally includes an intermediate piece portion extending downward from the rear end of extending wall 41, a lower piece portion 46 extending rearward from the lower end of the intermediate piece portion and inserted into hole 18, and a rear piece portion 47 extending upward from the rear end of lower piece portion 46 (not shown in fig. 1 and 10). The upper end of rear sheet 47 is located above hole 18 and can be attached to a member on the rear side. In this way, in hole 18, tube holding member 40 is protected by intermediate piece portion, lower piece portion 46, and rear piece portion 47. The intermediate piece portion, the lower piece portion 46, and the rear piece portion 47 can be said to be a modification of the second tube housing portion formed in the tube holding member 40.
In this way, the portions of the pressure-generating tube 4 disposed on the rear surface side of the rear wall portion 10 are respectively housed in and protected by the intermediate piece portion, the lower piece portion 46, and the rear piece portion 47 of the tube holding member 40, the first tube housing portion 50A, the second tube housing portion 50B, and the second tube housing portion 50C, from the hole portion 18 side toward the pressure sensor 5 side.
The collision detection structure 1 according to the embodiment of the present invention is characterized by including: a pressure generating pipe 4 extending in the vehicle width direction; a plate-like rear wall portion 10 provided on the rear side of the pressure generating tube 4; a tube compression portion 20 provided on the front side of the pressure generating tube 4, the tube compression portion 20 having a plate-like extension wall portion 21 extending in the front-rear direction; and a tube holding member 40 opposed to the extended wall portions 21 and holding the pressure-generating tube 4 between the extended wall portions 21.
Therefore, the collision detection structure 1 is in the form of a plate in which the extending wall portion 21 of the tube compression portion 20 extends forward, and therefore, it is possible to prevent a delay in the detection of a collision compared to the case of using a foam material.
In addition, since the collision detecting structure 1 can hold the pressure generating tube 20 by the tube holding member 40, the pressure generating tube 4 is prevented from being displaced during traveling, collision, or the like, and a detection failure can be prevented.
Further, since the collision detecting structure 1 does not use a foam material, it is possible to prevent the pressure generating tube 4 and the like from being damaged by friction due to vibration during traveling.
The collision detection structure 1 is characterized in that the tube compression portion 20 and the rear wall portion 10 are integrally formed, and the tube holding member 40 is locked to the rear wall portion 10 and the extended wall portion 21.
Therefore, since the rear wall portion 10 and the tube compressing portion 20 of the collision detecting structure 1 are integrally molded, it is possible to prevent a failure such as a delay in detection of a collision due to a gap failure around the pressure generating tube 4.
Further, since the tube holding member 40 of the collision detection structure 1 is locked to the rear wall portion 10 and the extension wall portion 21, the assembly can be facilitated.
In addition, the collision detecting structure 1 can appropriately prevent the pressure generating tube 4 from coming off.
The collision detection structure 1 is characterized in that the tube holding member 40 is locked to the rear wall portion 10 on the rear side of the rear wall portion 10, and the drop-off prevention portion 13 is formed in the rear wall portion 10, and the drop-off prevention portion 13 is deformable to allow the tube holding member 40 to be locked to the rear wall portion 10, and prevents the tube holding member 40 from dropping off from the rear wall portion 10.
Therefore, since the collision detecting structure 1 includes the detachment prevention portion 13, the tube holding member 40 can be appropriately prevented from being detached from the rear wall portion 10.
Further, the collision detection structure 1 is characterized in that the distal end portion of the extended wall portion 21 is offset toward the pressure generation pipe 4 in the vertical direction with respect to the proximal end portion of the extended wall portion 21 on the rear wall portion 10 side.
Therefore, the collision detection structure 1 can appropriately detect a collision by converting the buckling of the front collision load F at the time of a collision (frontal collision) without the extension wall portion 21 into the moment M in the rotational direction.
The collision detection structure 1 is characterized in that the tube compression portion 20 has a compression wall portion 24 extending from the extension wall portion 21 toward the pressure generation tube 4, and the pressure generation tube 4 is compressed by the compression wall portion 24 and the rear wall portion 10 at the time of collision.
Therefore, the collision detecting structure 1 can appropriately detect a collision by rapidly compressing the pressure generating tube 4 by the compression wall portion 24.
The collision detection structure 1 according to the embodiment of the present invention is characterized by including a pressure generating tube 4 extending in the vehicle width direction, a plate-like rear wall portion 10 provided on the rear side of the pressure generating tube 4, and a tube compression portion 20 provided on the front side of the pressure generating tube 4 and having a plate-like extension wall portion 21 extending in the front-rear direction, wherein the pressure generating tube 4 is compressed by the tube compression portion 20 and the rear wall portion 10 at the time of a collision, and a part of the rear wall portion 10 is a large cross-sectional area portion having a cross-sectional area larger than a general surface of the rear wall portion 10 in a side view.
Therefore, the collision detecting structure 1 can appropriately detect a collision because the rear wall portion 10, whose rigidity is increased by the large cross-sectional area portion, generates a compression pressure on the pressure generating tube 4.
In addition, in the collision detection structure 1, the design of the bumper and the degree of freedom in layout with peripheral components can be appropriately ensured as compared with the case where the cross-sectional area of the rear wall portion 10 is uniformly increased.
The collision detection structure 1 is characterized in that the large cross-sectional area portion is formed so as to extend rearward at least one of the upper end portion and the lower end portion of the rear wall portion 10, and the large cross-sectional area portion is disposed on the outer side in the vertical direction of the bumper beam 2 of the vehicle.
Therefore, the collision detecting structure 1 can improve the rigidity of the rear wall portion 10 while ensuring the space between the bumper beam 2 and the rear wall portion 10.
The collision detection structure 1 is characterized in that the extension wall portion 21 and the rear wall portion 10 are integrally formed via a hinge portion 30.
Therefore, the collision detecting structure 1 can smoothly perform the rotation of the tube compressing portion 20 at the time of the collision, and appropriately prevent the pressure generating tube 4 from being displaced along with the rotation of the tube compressing portion 20.
In addition, in the collision detecting structure 1, the rigidity of the connecting portion between the rear wall portion 10 and the extended wall portion 21 is reduced by the hinge portion 30, and the pressure generating tube 4 is further appropriately compressed in accordance with the improvement in the rigidity of the rear wall portion 10 by the large cross-sectional area portion.
The collision detection structure 1 is characterized in that the hinge portion 30 includes a first wall portion (upper wall portion 31) extending forward from the rear wall portion 10, and a second wall portion (front wall portion 32) connecting a front end portion of the first wall portion and a rear end portion of the extending wall portion 21.
That is, the collision detection structure 1 is configured to include a point P, which is a connecting portion between the first wall portion and the second wall portion1Which is the center of rotation of the tube compression 20. Therefore, the collision detection structure 1 is compared with the point P that is the intersection point of the extension line of the extension wall portion 21 and the rear wall portion 102In the case of the center of rotation of the tube compression portion 20, the tube compression portion 20 can be rotated greatly even with the same frontal collision load F, so that the load acting on the pressure generating tube 4 can be increased by the tube compression portion 20, and the collision detection performance can be improved.
The collision detection structure 1 is characterized by having a tube holding member 40 that faces the extended wall portions 21 and holds the pressure generating tube 4 between the extended wall portions 21, the tube compression portion 20 having a front wall portion 22 that extends in the vertical direction from the front end portion of the extended wall portion 21, and the tube holding member 40 being locked to the front wall portion 22 from the rear side.
Therefore, the collision detecting structure 1 can appropriately prevent the tube holding member 40 from falling off from the front wall portion 22 at the time of collision.
Further, the collision detection structure 1 is characterized in that the distal end portion of the extended wall portion 21 is offset toward the pressure generation pipe 4 in the vertical direction with respect to the proximal end portion on the rear wall portion 10 side of the extended wall portion 21, and the length L2 of the pipe holding member 40 in the forward direction from the rear wall portion 10 is greater than the length L1 of the pipe compression portion 20 in the forward and backward direction.
Therefore, the collision detecting structure 1 can appropriately prevent the tube holding member 40 from falling off from the front wall portion 22 at the time of collision.
The collision detection structure 1 according to the embodiment of the present invention is characterized by including a pressure generating tube 4 extending in the vehicle width direction, a plate-like rear wall portion 10 provided on the rear side of the pressure generating tube 4, and a tube compression portion 20 provided on the front side of the pressure generating tube 4 and having a plate-like extension wall portion 21 extending in the front-rear direction, wherein the pressure generating tube 4 is compressed by the tube compression portion 20 and the rear wall portion 10 at the time of a collision, the rear wall portion 10 has a plurality of fixing portions 16, the plurality of fixing portions 16 are fixed to a member arranged on the rear side of the rear wall portion 10 and arranged in the vehicle width direction, and a portion 10B of the rear wall portion 10 on the vehicle width direction outer side of the fixing portion 16 on the vehicle width direction outermost side is lower in rigidity than a portion 10A on the vehicle width direction inner side of the pair of right and left vehicle width direction outermost fixing portions 16.
Therefore, the collision detection structure 1 can improve collision detection performance in the corner portion (portion 10B) of the vehicle by a simple structure by increasing the displacement amount of the portion 10B under the same load as compared with the case where the portion 10B has the same rigidity as the portion 10A.
In addition, since the rigidity of the portion 10B is lower than that of the portion 10A, the collision detecting structure 1 can prevent the portion 10B from being damaged at the time of a light collision.
In addition, the collision detecting structure 1 can improve the degree of freedom in design while suppressing weight and cost as compared with a structure in which the overall rigidity is improved.
Further, the collision detecting structure 1 is characterized in that, in the rear wall portion 10, a portion 10B of the rear wall portion 10 located on the outer side in the vehicle width direction than the outermost fixed portion 16 in the vehicle width direction is set to have a smaller rigidity than a portion 10A located on the inner side in the vehicle width direction than the pair of right and left outermost fixed portions 16 in the vehicle width direction, due to the material of the rear wall portion 10.
Therefore, the collision detecting structure 1 can improve the collision detecting performance in the corner portions of the vehicle by a simple structure by increasing the displacement amount of the portion 10B under the same load as compared with the displacement amount of the portion 10A.
In addition, since the rigidity of the portion 10B is lower than that of the portion 10A, the collision detecting structure 1 can prevent breakage at the time of a light collision.
In addition, the collision detecting structure 1 can improve the degree of freedom in design while suppressing weight and cost as compared with a structure in which the overall rigidity is improved.
Further, the collision detecting structure 1 is characterized in that the rigidity of the rear wall portion 10 at a portion on the outer side in the vehicle width direction than the outermost fixed portion 16 in the vehicle width direction is set smaller than the rigidity of a portion on the inner side in the vehicle width direction than the pair of left and right outermost fixed portions 16 in the vehicle width direction, by the size of the cross-sectional area when viewed from the side of the rear wall portion 10.
Therefore, the collision detecting structure 1 can improve the collision detecting performance in the corner portions of the vehicle by a simple structure by increasing the displacement amount of the portion 10B under the same load as compared with the displacement amount of the portion 10A.
In addition, since the rigidity of the portion 10B is lower than that of the portion 10A, the collision detecting structure 1 can prevent breakage at the time of a light collision.
In addition, the collision detecting structure 1 can improve the degree of freedom in design while suppressing weight and cost as compared with a structure in which the overall rigidity is improved.
The collision detection structure 1 is characterized in that a part of the rear wall portion 10 is a large cross-sectional area portion having a cross-sectional area larger than a general surface of the rear wall portion 10 in a side view, and a cutout portion 17 is formed in the large cross-sectional area portion of the rear wall portion 10 at a portion on the outer side in the vehicle width direction than the fixing portion 16 on the outermost side in the vehicle width direction.
Therefore, in the collision detecting structure 1, the displacement amount of the portion 10B under the same load is increased as compared with the displacement amount of the portion 10A by the simple configuration of the cutout portion 17, and the collision detecting performance can be improved.
The collision detection structure 1 is characterized in that the extended wall portion 21 and the rear wall portion 10 are integrally formed via a hinge portion 30, and the rear wall portion 10 has a cutout portion 18a or a hole portion 18 formed in a portion of the rear wall portion 10 that is located on the outer side in the vehicle width direction than the fixing portion 16 on the outermost side in the vehicle width direction and in the vicinity of a base end portion of the hinge portion 30.
Therefore, in the collision detection structure 1, the rigidity of the rear wall portion 10 is reduced by the cutout portion 18a or the hole portion 18 to approach the rigidity of the hinge portion 30, and when a fracture occurs at a connection portion between the rear wall portion 10 and the hinge portion 30, the fracture can be prevented from progressing.
The collision detection structure 1 is characterized in that the extended wall portion 21 and the rear wall portion 10 are integrally formed via a hinge portion 30, and the hinge portion 30 is formed via a first wall portion 31 extending forward from the rear wall portion 10, a second wall portion 32 connecting a front end portion of the first wall portion 31 and a rear end portion of the extended wall portion 21, and a third wall portion 33 connecting the first wall portion 31, the second wall portion 32, and the rear wall portion 10 at a vehicle width direction end portion of the hinge portion 30.
Therefore, in the collision detection structure 1, the rigidity of the hinge portion 30 is reduced by the third wall portion 33 to approach the rigidity of the rear wall portion 10, and when a fracture occurs at a connection portion between the rear wall portion 10 and the hinge portion 30, the fracture can be prevented from progressing.
The collision detection structure 1 according to the embodiment of the present invention is characterized by including a pressure generating tube 4 extending in the vehicle width direction, a plate-shaped rear wall portion 10 provided on the rear side of the pressure generating tube 4, a tube compression portion 20 provided on the front side of the pressure generating tube 4 and having a plate-shaped extension wall portion 21 extending in the front-rear direction, and a tube holding member 40 facing the extension wall portion 21 and holding the pressure generating tube 4 between the extension wall portions 21, and an erroneous assembly preventing portion 41a for preventing erroneous assembly in which the pressure generating tube 4 is arranged at a position different from a set position is formed in at least one of the tube compression portion 20 and the tube holding member 40.
Therefore, in the collision detecting structure 1, the distance between the extended wall portion 21 and the tube holding member 40 is set to be smaller than the diameter of the pressure-generating tube 4 as the erroneous assembly preventing portion 41a, for example, so that the assembly resistance transmitted to the operator at the time of erroneous assembly is increased, and the operator recognizes that the pressure-generating tube 4 is not in the proper position, thereby appropriately preventing the erroneous assembly. Further, in the collision detecting structure 1, the erroneous assembly preventing unit 41a can ensure performance with a low number of steps and a low cost.
In the collision detection structure 1, the erroneous assembly preventing portion 41a is configured to make the interval between the extended wall portion 21 and the tube holding member 40 smaller than the diameter of the pressure generation tube 4.
Therefore, the collision detecting structure 1 can prevent erroneous assembly of the pressure generating tube 4 with a simple configuration.
Further, the collision detection structure 1 is characterized in that the tube holding member 40 is locked to the rear wall portion 10, and the erroneous assembly preventing portion 41a is provided at the same position as the locked portion between the tube holding member 40 and the rear wall portion 10 in the vehicle width direction.
Therefore, the collision detecting structure 1 can suppress the influence of the deflection of the tube holding member 40 to the minimum, and can more reliably exhibit the erroneous assembly preventing function. That is, in the collision detecting structure 1, the engagement portion prevents the deformation of the erroneous assembly preventing portion 41a, and thus the assembly of the pressure-generating tube 4 in a state of being sandwiched between the tube compressing portion 20 and the erroneous assembly preventing portion 41a can be appropriately prevented.
The collision detecting structure 1 is characterized in that a tube position confirmation portion 41b, through which the pressure generating tube 4 can be visually confirmed, is formed in at least one of the rear wall portion 10, the tube compression portion 20, and the tube holding member 40.
Therefore, the collision detecting construction 1 can confirm whether the pressure-generating pipe 4 is in the normal position even if the working test is not performed.
The collision detection structure 1 is characterized in that the erroneous assembly preventing portions 41a and the tube position confirmation portions 41b are alternately provided in the vehicle width direction.
Therefore, the collision detecting construction 1 can more reliably ensure that the pressure-generating tube 4 is in the normal position.
The collision detecting structure 1 is characterized by including a pressure generating tube 4 extending in the vehicle width direction, a rear wall portion 10 provided on the rear side of the pressure generating tube 4, a tube compressing portion 20 provided on the front side of the pressure generating tube 4 and having an extending wall portion 21 extending in the front-rear direction, and a tube holding member 40 facing the extending wall portion 21 and holding the pressure generating tube 4 between the extending wall portions 21, and a tube position confirmation portion 41b for allowing the pressure generating tube 4 to be visually confirmed is formed in at least one of the rear wall portion 10, the tube compressing portion 20, and the tube holding member 40.
Therefore, the collision detecting construction 1 can confirm whether the pressure-generating pipe 4 is in the normal position even if the working test is not performed.
The collision detection structure 1 according to the embodiment of the present invention is characterized by including a pressure generating tube 4 extending in the vehicle width direction, a plate-shaped rear wall portion 10 provided on the rear side of the pressure generating tube 4, a tube compression portion 20 provided on the front side of the pressure generating tube 4 and having a plate-shaped extending wall portion 21 extending in the front-rear direction, and a pressure sensor 5 provided on the rear surface side of the rear wall portion 10, wherein the pressure generating tube 4 is disposed on the rear surface side of the rear wall portion 10 at the vehicle width direction end portion of the rear wall portion 10 and connected to the pressure sensor 5, on the rear surface of the rear wall 10, at least one of a first pipe housing portion 50A for housing a part of the pressure generating pipe 4 so as to allow the part to move backward and second pipe housing portions 50B and 50C for housing a part of the pressure generating pipe 4 so as to allow the part to move in a direction along the rear surface of the rear wall 10 are provided.
Therefore, the collision detection structure 1 accommodates a part of the pressure generation tube 4 in at least one of the first tube accommodation portion 50A and the second tube accommodation portions 50B and 50C, and thus can achieve both the function of absorbing variation in the length of the pressure generation tube 4 and the function of protecting the pressure generation tube 4.
In particular, in the case where the collision detection structure 1 includes both the first tube housing portion 50A and the second tube housing portions 50B and 50C, the pressure generation tube 4 can be appropriately prevented from coming off.
The collision detection structure 1 is characterized in that a first pipe housing portion 50A is formed in the rear wall portion 10, and the first pipe housing portion 50A has a groove shape deeper than the diameter of the pressure generation pipe 4 with the rear wall portion 10 as a bottom wall portion.
Therefore, the collision detection structure 1 can absorb variations in the length of the pressure-generating tube 4 in the first tube housing portion 50A, and can appropriately protect the pressure-generating tube 4.
The collision detection structure 1 is characterized in that second pipe receiving portions 50B and 50C are formed in the rear wall portion 10, and the second pipe receiving portions 50B and 50C have bottom wall portions extending rearward from the rear wall portion 10 and have groove shapes deeper than the diameter of the pressure generation pipe 4.
Therefore, the collision detection structure 1 can absorb variations in the length of the pressure generation tube 4 in the second tube housing portions 50B, 50C, and can appropriately protect the pressure generation tube 4.
The collision detection structure 1 is characterized in that a first pipe housing portion 50A or a second pipe housing portion 50C is formed near at least one of a portion where the pressure generation pipe 4 bypasses the rear surface side of the rear wall portion 10 and a portion where the pressure generation pipe 4 is connected to the pressure sensor 5.
Therefore, the collision detecting structure 1 can function to set the arrangement path of the pressure generating pipe 4.
The collision detection structure 1 is characterized in that a first pipe housing portion 50A or a second pipe housing portion 50C is formed in the vicinity of both a portion where the pressure generation pipe 4 bypasses the rear surface side of the rear wall portion 10 and a portion where the pressure generation pipe 4 is connected to the pressure sensor 5, and the formed first pipe housing portion 50A or second pipe housing portion 50C is in contact with the pressure generation pipe through three surfaces.
Therefore, the collision detecting construction 1 can protect the pressure-generating tube 4 more appropriately.
The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and can be modified as appropriate within a range not departing from the gist of the present invention. For example, the collision detecting structure 1 may be configured to be inverted up and down.
The large-area portion (flange portion) may be formed to extend forward from the upper and lower edge portions of the rear wall portion 10.
The hole 18 may be a cutout portion having a shape that opens to the vehicle width direction end portion of the rear wall portion 10, or may be formed above the base end portion of the hinge portion 30 in the rear wall portion 10. The method of reducing the rigidity of the portion 10B to be lower than the rigidity of the portion 10A may be foaming or hollowing the portion 10B. When the rigidity of the portion 10B is reduced to be smaller than the rigidity of the portion 10A by changing the material, the material of at least a part of the portion 10B may be changed with respect to the portion 10A.
The distance between the extending wall portions 21 and 41 in the erroneous assembly preventing portion may be equal to or less than the difference between the outer diameter (diameter) and the inner diameter (diameter) of the pressure generating tube 4. The erroneous-assembly prevention portion may be a comb-shaped protrusion that protrudes alternately from the extending wall portions 21 and 41 in a side view. In this case, the interval between the adjacent projections is desirably set smaller than the outer diameter (diameter) of the pressure generating tube 4.
The tube position confirmation portion may be formed in the rear wall portion 10 or the extension wall portion 21. The tube position confirmation unit is not limited to a hole, and can be realized by, for example, making at least a part of any one of the rear wall 10, the extended wall 21, and the tube holding member 40 of a transparent resin.
In the second pipe housing portion 50B, the groove side wall portion 53 may be formed separately from the other portions of the rear wall portion 10 and attached to the lateral flange wall portion 51B and the lower flange wall portion 51 c.
The collision detection structure 1 may be configured to have one of the first tube housing portion 50A and the second tube housing portions 50B and 50C corresponding to a portion disposed on the rear surface side of the rear wall portion 10 of the pressure generating tube 4.
The collision detection structure 1 may be configured to have a second pipe housing portion in place of the first pipe housing portion 50A in the vicinity of the hole portion 18, or may be configured to have a first pipe housing portion in place of the second pipe housing portion 50C in the vicinity of the pressure sensor 5.
Description of the reference numerals
1 collision detection structure
10 rear wall part
14 falling off prevention part
20 pipe compression part
21 extended wall part
22 front wall part
24 compression wall
30 hinge part
31 upper wall part (first wall part)
32 front wall (second wall)
40 pipe holding member
Claims (5)
1. A collision detection structure characterized by comprising:
a pressure generating pipe extending in the vehicle width direction;
a plate-shaped rear wall portion provided on a rear side of the pressure generating tube;
a tube compression portion provided on a front side of the pressure generating tube, the tube compression portion having a plate-like extended wall portion extended in a front-rear direction; and
a pressure sensor provided on a rear surface side of the rear wall portion,
the pressure generating pipe is disposed on a rear surface side of the rear wall portion at an end portion of the rear wall portion in the vehicle width direction and connected to the pressure sensor,
at least one of a first tube housing portion that houses the pressure-generating tube so as to allow the pressure-generating tube to move rearward and a second tube housing portion that houses the pressure-generating tube so as to allow the pressure-generating tube to move in a direction along the rear surface of the rear wall portion is formed on the rear surface of the rear wall portion.
2. The collision detecting construction according to claim 1,
the rear wall portion is formed with the first tube housing portion,
the first tube housing portion has a groove shape with the rear wall portion as a bottom wall portion and is deeper than the diameter of the pressure generating tube.
3. The collision detecting construction according to claim 1 or 2,
the second tube housing portion is formed in the rear wall portion,
the second tube housing portion has a bottom wall portion extending rearward from the rear wall portion, and has a groove shape deeper than the diameter of the pressure generating tube.
4. The collision detecting construction according to claim 1,
the first pipe housing portion or the second pipe housing portion is formed in the vicinity of at least one of a portion where the pressure generation pipe bypasses the rear surface side of the rear wall portion and a portion where the pressure generation pipe is connected to the pressure sensor.
5. The collision detecting construction according to claim 4,
the first pipe housing portion or the second pipe housing portion is formed in the vicinity of both a portion where the pressure generation pipe bypasses the rear surface side of the rear wall portion and a portion where the pressure generation pipe is connected to the pressure sensor,
the first tube housing portion or the second tube housing portion is formed to be in contact with the pressure generating tube through three surfaces.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2017/038412 WO2019082289A1 (en) | 2017-10-24 | 2017-10-24 | Collision detection structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111032444A true CN111032444A (en) | 2020-04-17 |
Family
ID=66246305
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780094105.XA Pending CN111032444A (en) | 2017-10-24 | 2017-10-24 | Collision detection structure |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111032444A (en) |
| WO (1) | WO2019082289A1 (en) |
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| CN111572479A (en) * | 2019-02-15 | 2020-08-25 | 本田技研工业株式会社 | Energy absorbing member and energy absorbing structure |
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| JP2015178316A (en) * | 2014-03-19 | 2015-10-08 | 本田技研工業株式会社 | Vehicle bumper |
| US20170174162A1 (en) * | 2015-12-18 | 2017-06-22 | Sungwoo Hitech Co., Ltd. | Impact sensor assembly for active hood system |
| US20170225637A1 (en) * | 2016-02-08 | 2017-08-10 | Toyota Jidosha Kabushiki Kaisha | Vehicle front portion structure provided with a pedestrian collision detection sensor |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111572479A (en) * | 2019-02-15 | 2020-08-25 | 本田技研工业株式会社 | Energy absorbing member and energy absorbing structure |
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| WO2019082289A1 (en) | 2019-05-02 |
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Application publication date: 20200417 |