JP2010202055A - Pedestrian protection device - Google Patents

Pedestrian protection device Download PDF

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JP2010202055A
JP2010202055A JP2009050404A JP2009050404A JP2010202055A JP 2010202055 A JP2010202055 A JP 2010202055A JP 2009050404 A JP2009050404 A JP 2009050404A JP 2009050404 A JP2009050404 A JP 2009050404A JP 2010202055 A JP2010202055 A JP 2010202055A
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vehicle
pedestrian protection
human body
collision
road surface
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JP2009050404A
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JP5004983B2 (en
Inventor
Shigeru Sakuma
茂 佐久間
Yoshikatsu Kisanuki
義勝 木佐貫
Isao Watanabe
功 渡辺
Hidekazu Nishigaki
英一 西垣
Yuji Kinoshita
有司 木下
Michiaki Yamamoto
道明 山本
Hiroko Hara
裕子 原
Kohei Akiyama
興平 秋山
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Hino Motors Ltd
Toyota Central R&D Labs Inc
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Hino Motors Ltd
Toyota Central R&D Labs Inc
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pedestrian protection device imparting a posture for reducing a degree of injury of to a pedestrian when he falls down on a road surface after a collision with a vehicle having no hood part or a type short in the vehicle longitudinal direction. <P>SOLUTION: This pedestrian protection device includes a pedestrian protection panel 9 rotatably mounted by making a vehicle width direction as an axis on a vehicle front surface having no hood part or the type short in the vehicle longitudinal direction, a rotation mechanism 10 for rotating the pedestrian protection panel 9 to have an angle of a prescribed angle or more with a road surface normal line of the pedestrian protection panel 9 so that the human body after the collision with the vehicle front surface may fall down on the road surface, being inclined, while leg parts are located farther from the vehicle and a head part is located closer to the vehicle, and a collision prediction sensor for predicting a collision with the pedestrian ahead of the vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は歩行者保護装置に関する。より詳しくは、キャブオーバ、セミキャブオーバ、ワンボックス等のボンネット部が無いか車両前後方向に短いタイプの車両前面に設けられ、車両と歩行者の衝突時に人体の傷害の程度を軽減する歩行者保護装置に関する。   The present invention relates to a pedestrian protection device. More specifically, a pedestrian protection device that reduces the degree of injury to the human body in the event of a collision between a vehicle and a pedestrian is provided on the front surface of the vehicle that has no bonnet portion such as a cabover, semi-cabover, or one box or is short in the vehicle longitudinal direction. About.

従来、車両と歩行者との衝突時、歩行者の被害をいかにして抑えるかについて、様々な工夫がなされてきた。その例として、特許文献１に示すような衝撃吸収のためのエアバッグを車両前面に装備するものや、特許文献２に示すような車両下部への巻き込み防止のためのガードを取り付けるものがある。   Conventionally, various ideas have been made on how to suppress the damage of a pedestrian at the time of collision between the vehicle and the pedestrian. As an example thereof, there is one that equips the front of the vehicle with an air bag for shock absorption as shown in Patent Document 1, and one that is attached with a guard for preventing entrainment in the lower part of the vehicle as shown in Patent Document 2.

特表２００５−５０３２８７号公報JP-T-2005-503287 特開２００６−２７３２８２号公報JP 2006-273282 A

ところで、キャブオーバ、セミキャブオーバ、ワンボックス等のボンネット部が無いか車両前後方向に短いタイプの車両と歩行者との衝突時に歩行者の被害が大きくなる要因として、車両衝突後、車両前方に人体が跳ねられ、跳ねられた人体が路面へ倒れるときに、頭部を車両から遠い方、脚部を車両から近い方として人体が路面に対して傾斜する姿勢をとることがあげられる。   By the way, there is no bonnet part such as cab over, semi cab over, one box, etc., or the type of pedestrian is short in the vehicle longitudinal direction. When the human body is bounced and falls down to the road surface, the human body may be inclined with respect to the road surface with the head far from the vehicle and the leg near the vehicle.

これを図６に示す。図６には、車両と衝突後の人体の挙動が右から左へと時系列で示されており、右端には車両衝突時の人体の状態、左端には路面に倒れた時の人体の状態が示されている。
ボンネット部が無いか車両前後方向に短いタイプの車両では、車両１００の前面が路面１２０に対してほぼ垂直に形成されているので、車両１００と衝突後の人体（１１０ａ）は、矢印Ａに示すように車両１００の前方に跳ねられる。その後、脚部が路面１２０に接地（１１０ｂ）し、矢印Ｂに示す方向に回転するとともに、路面１２０に倒れる（１１０ｃ）。
この一連の過程において、人体の脚部が路面１２０に接地（１１０ｂ）した後、人体が路面に倒れる（１１０ｃ）までの間、人体は頭部を車両１００から遠い方、脚部を車両１００から近い方として路面１２０に対して傾斜した姿勢をとる。 This is shown in FIG. FIG. 6 shows the behavior of the human body after the collision with the vehicle in time series from right to left, the state of the human body at the time of the vehicle collision at the right end and the state of the human body when the vehicle falls on the road at the left end. It is shown.
In a type of vehicle having no bonnet portion or short in the vehicle front-rear direction, the front surface of the vehicle 100 is formed substantially perpendicular to the road surface 120, and thus the human body (110a) after the collision with the vehicle 100 is indicated by an arrow A. Thus, the vehicle 100 is bounced forward. Thereafter, the leg contacts the road surface 120 (110b), rotates in the direction indicated by the arrow B, and falls on the road surface 120 (110c).
In this series of processes, the human body has its head far from the vehicle 100 and the leg from the vehicle 100 until the human body falls to the road surface (110c) after the human body's leg contacts the road surface 120 (110b). As a nearer side, the vehicle is inclined with respect to the road surface 120.

このとき、着地の形態によっては、矢印Ｂで示す人体の回転が矢印Ａに示す方向の人体の移動と相まって、人体、特に頭部が路面１２０に衝突する速度が大きくなり、路面１２０との衝突時に傷害の程度が大きくなる危険性がある。
これに対し、人体の脚部が路面１２０に接地した後、人体が路面に倒れるまでの間、人体が脚部を車両１００から遠い方、頭部を車両１００から近い方として路面１２０に対して傾斜した姿勢をとるようにすれば、上記のような危険性が生じず、人体の傷害の程度が軽減すると考えられる。 At this time, depending on the form of landing, the rotation of the human body indicated by the arrow B is coupled with the movement of the human body in the direction indicated by the arrow A, so that the speed at which the human body, particularly the head, collides with the road surface 120 increases. There is a risk that the degree of injury sometimes increases.
On the other hand, after the leg of the human body touches the road surface 120, until the human body falls down on the road surface, the human body has the leg far from the vehicle 100 and the head near the vehicle 100 with respect to the road 120. If an inclined posture is taken, it is considered that the above danger does not occur and the degree of injury to the human body is reduced.

なお、以下人体と車両の衝突を一次衝突と呼び、図６の人体１１０ａで示す状態とする。また、一次衝突後、人体の一部（脚部）が路面に接してから人体が路面に倒れることを二次衝突と呼び、図６の１１０ｂから１１０ｃで示す状態とする。   Hereinafter, the collision between the human body and the vehicle is referred to as a primary collision, and the state shown by the human body 110a in FIG. Moreover, after a primary collision, when a part of a human body (leg part) touches a road surface, a human body falls on a road surface is called a secondary collision, and it is set as the state shown by 110b to 110c of FIG.

本発明は、上記の問題に鑑みてなされたもので、ボンネット部が無いか車両前後方向に短いタイプの車両との衝突後、路面に倒れる際に人体の傷害の程度の軽減に繋がる姿勢を歩行者に与える歩行者保護装置を提供することを目的とする。   The present invention has been made in view of the above problems, and walks in a posture that leads to a reduction in the degree of injury to the human body when it falls on the road surface after a collision with a vehicle of a type that has no bonnet part or is short in the vehicle front-rear direction. It aims at providing the pedestrian protection device given to a person.

前述した目的を達成するために本発明は、ボンネット部が無いか車両前後方向に短いタイプの車両前面に、車両幅方向を軸として回転可能に取り付けられる歩行者保護パネルと、車両前面と衝突後の人体が、脚部を車両から遠い方に、頭部を車両から近い方にして傾斜しながら路面に倒れるように、前記歩行者保護パネルの路面法線に対する角度が所定の角度以上となるよう前記歩行者保護パネルを回転させる回転手段と、を備えることを特徴とする歩行者保護装置である。
ボンネット部が無いか車両前後方向に短いタイプの車両としては、例えばキャブオーバ、セミキャブオーバ、ワンボックスタイプのものがある。 In order to achieve the above-described object, the present invention provides a pedestrian protection panel that is attached to the front surface of a vehicle having no bonnet portion or short in the vehicle front-rear direction so as to be rotatable about the vehicle width direction, and after collision with the vehicle front surface. The pedestrian protection panel has an angle with respect to the road surface normal that is equal to or greater than a predetermined angle so that the human body falls down on the road surface while tilting with the legs far from the vehicle and the head near the vehicle. A pedestrian protection device comprising: a rotating means for rotating the pedestrian protection panel.
As a type of vehicle having no bonnet portion or short in the vehicle front-rear direction, there are, for example, cab over, semi cab over, and one-box types.

本発明の歩行者保護装置は、車両前方の人体との衝突を予知する衝突予知手段を更に備え、前記回転手段は、前記衝突予知手段で人体との衝突を予知したことに伴って、前記歩行者保護パネルを回転させる。   The pedestrian protection device of the present invention further includes a collision prediction means for predicting a collision with a human body ahead of the vehicle, and the rotating means predicts a collision with a human body by the collision prediction means, and the walking Rotate the person protection panel.

また、前記回転手段は、車両幅方向を回転軸として回転するモータと、前記歩行者保護パネルに取り付けられた、上下方向にスライド溝を有するスライド板と、一端が前記スライド板のスライド溝に沿って摺動可能に連結されるとともに、別の一端が前記モータの回転軸に取り付けられたアームと、を有する。   The rotating means includes a motor that rotates about the vehicle width direction as a rotation axis, a slide plate that is attached to the pedestrian protection panel and that has a slide groove in the vertical direction, and one end along the slide groove of the slide plate. And an arm attached to the rotating shaft of the motor at the other end.

前記スライド溝の下端部には、前記アームの一端をロックするためのロック孔が設けられる。   A lock hole for locking one end of the arm is provided at the lower end of the slide groove.

上記の構成により、路面に倒れる際に、脚部を車両から遠い方に、頭部を車両から近い方にして人体が路面に対し傾斜する、人体の傷害の程度の軽減に繋がる姿勢を車両衝突後の人体に与えることができる。   With the above configuration, when the body falls down on the road surface, the human body tilts with respect to the road surface with the legs far from the vehicle and the head near the vehicle, and the posture that leads to the reduction of the degree of injury to the vehicle Can be given to the human body later.

本発明により、ボンネット部が無いか車両前後方向に短いタイプの車両との衝突後、路面に倒れる際に人体の傷害の程度の軽減に繋がる姿勢を歩行者に与える歩行者保護装置を提供することができる。   According to the present invention, there is provided a pedestrian protection device that gives a pedestrian a posture that leads to a reduction in the degree of injury to a human body when the vehicle falls over a road surface after a collision with a vehicle of a type that has no hood or is short in the vehicle longitudinal direction. Can do.

二次衝突における人体の挙動をシミュレーションした結果の概略を示す図The figure which shows the outline of the result of having simulated the behavior of the human body in the secondary collision 脚部接地時の人体と路面のなす角とその後の回転方向について解析を行った結果の概略を示す図The figure which shows the outline of the result of having analyzed about the angle which the human body and the road surface make at the time of leg contact, and the subsequent rotation direction 車両通常走行時の本実施形態の歩行者保護装置を示す側面図Side view showing the pedestrian protection device of the present embodiment during normal vehicle travel 車両と人体の衝突時の本実施形態の歩行者保護装置を示す側面図Side view showing the pedestrian protection device of the present embodiment at the time of collision between a vehicle and a human body 本実施形態の歩行者保護装置を有する車両と衝突時の人体の挙動について説明する図The figure explaining the behavior of the human body at the time of collision with the vehicle which has the pedestrian protection apparatus of this embodiment 車両と衝突時の人体の挙動について説明する図Diagram explaining the behavior of the human body at the time of collision with the vehicle

以下、図面を参照しながら、本発明の歩行者保護装置の実施形態について詳細に説明する。   Hereinafter, embodiments of the pedestrian protection device of the present invention will be described in detail with reference to the drawings.

本発明の歩行者保護装置について説明する前に、まず、図１を参照しながら二次衝突時の人体の挙動について説明する。
図１は二次衝突における人体の挙動を、脚部が路面に接した時の人体と路面のなす角（路面の法線に対する角度）、衝突時の車両速度を変数としてシミュレーションした結果の概略を示すものである。
図１の各図には、人体の挙動が右から左へと時系列で示されており、右端には脚部が地面に接地した時の人体の状態、左端には路面に倒れた時の人体の状態が示されている。
なお、図１には衝突時の車両速度が２０ｋｍ／ｈの場合の結果を示すが、検討時には衝突時の車両速度を４０ｋｍ／ｈとしたシミュレーションも行っている。ただし、以下示す車両速度が２０ｋｍ／ｈの場合の結果と同様の結果が得られたため、シミュレーション結果の表示は省略した。
なお、２０ｋｍ／ｈ〜４０ｋｍ／ｈは衝突事故時の一般的な車両速度であり、本シミュレーション結果は歩行者と車両の衝突の観点から広く応用可能である。 Before describing the pedestrian protection device of the present invention, first, the behavior of a human body during a secondary collision will be described with reference to FIG.
Figure 1 outlines the results of a simulation of the behavior of a human body in a secondary collision using the angle between the human body and the road surface when the legs touch the road surface (angle with respect to the normal of the road surface) and the vehicle speed at the time of the collision as variables. It is shown.
Each figure in FIG. 1 shows the behavior of the human body in chronological order from right to left. The right end is the state of the human body when the leg is in contact with the ground, and the left end is when the body falls down on the road surface. The state of the human body is shown.
Although FIG. 1 shows the result when the vehicle speed at the time of collision is 20 km / h, a simulation is also performed in which the vehicle speed at the time of collision is 40 km / h at the time of examination. However, since the result similar to the result when the vehicle speed shown below is 20 km / h was obtained, the display of the simulation result was omitted.
Note that 20 km / h to 40 km / h are general vehicle speeds at the time of a collision accident, and this simulation result is widely applicable from the viewpoint of a collision between a pedestrian and a vehicle.

図１（ａ）には脚部が路面に接した時の人体と路面のなす角を３０°、図１（ｂ）にはこれを４０°、図１（ｃ）にはこれを５０°とした場合の結果を示す。   In FIG. 1 (a), the angle between the human body and the road surface when the leg is in contact with the road surface is 30 °, FIG. 1 (b) is 40 °, and FIG. 1 (c) is 50 °. The result is shown below.

図１（ａ）に示すように、脚部接地時の人体２１０と路面２４０のなす角が３０°のときは、以降人体２１０は矢印Ｄに示す方向に回転し、頭部を車両２００から遠い方、脚部を車両２００から近い方にして路面２４０に倒れる。
この場合、前述したように、人体２１０の回転が矢印Ｃに示す方向の人体２１０の移動と相まって、人体２１０、特に頭部が路面２４０に衝突する速度が大きくなり、二次衝突時に傷害の程度が大きくなる危険性がある。
一方、図１（ｂ）、図１（ｃ）に示すように、脚部接地時の人体２２０、２３０と路面２４０のなす角度が４０°、５０°のときは、以降人体２２０、２３０は矢印Ｅ、Ｆに示す方向に回転し、脚部を車両２００から遠い方、頭部を車両２００から近い方にして人体２２０、２３０が路面２４０に対して傾斜した姿勢をとりながら路面２４０に倒れる。
この場合、上記のような問題が起こらず、人体の傷害の程度を軽減することができる。 As shown in FIG. 1A, when the angle formed between the human body 210 and the road surface 240 at the time of landing on the leg is 30 °, the human body 210 rotates in the direction indicated by the arrow D and the head is far from the vehicle 200. On the other hand, the leg part is brought closer to the road surface 240 with the leg part closer to the vehicle 200.
In this case, as described above, the rotation of the human body 210 is coupled with the movement of the human body 210 in the direction indicated by the arrow C, so that the speed at which the human body 210, particularly the head, collides with the road surface 240 increases. There is a risk of increasing.
On the other hand, as shown in FIGS. 1 (b) and 1 (c), when the angle between the human body 220, 230 and the road surface 240 at the time of landing on the leg is 40 ° or 50 °, the human body 220, 230 is an arrow. It rotates in the direction shown by E and F, and the human body 220, 230 falls on the road surface 240 while taking a posture inclined with respect to the road surface 240 with the leg portion far from the vehicle 200 and the head near the vehicle 200.
In this case, the above problems do not occur, and the degree of injury to the human body can be reduced.

以上より、本シミュレーションにおける条件下では、一次衝突後、脚部接地時の人体と路面法線のなす角が３０°以下のとき、人体の傷害の程度が大きくなり、これが４０°以上であれば人体の傷害の程度は軽減されることがわかる。   From the above, under the conditions in this simulation, after the primary collision, when the angle between the human body and the road surface normal at the time of landing on the leg is 30 ° or less, the degree of injury to the human body becomes large, and if this is 40 ° or more It can be seen that the degree of injury to the human body is reduced.

また、脚部接地時の人体と路面のなす角（路面に対する角度）とその後の人体の回転方向について、古典的な力学解析手法を用いた解析を行った。その結果の概要を図２に示す。   In addition, we analyzed the angle between the human body and the road surface (angle with respect to the road surface) at the time of contact with the leg and the subsequent rotation direction of the human body using a classical dynamic analysis method. A summary of the results is shown in FIG.

図２において、図２（ａ）は解析モデルを示す図であり、３００は人体を模した剛体棒、３１０は路面を示す。
図２（ａ）に示す解析モデルより、剛体棒３００の重心Ｇ回りのモーメントの釣り合いを考えると、次式が得られる。
Ｆｇ・Ｉ・ｃｏｓθ−Ｆｆ・Ｉ・ｓｉｎθ＋Ｍ＝０
また、μ＝ｆ（Ｖ）、Ｆｆ＝μ・Ｆｇ、Ｉ＝０．５７・Ｈ（男性）、Ｉ＝０．５５・Ｈ（女性）である。
ここで、Ｆｇは剛体棒３００の重量、Ｆｆは路面３１０の摩擦力、Ｍは剛体棒３００の重心Ｇ回りの回転モーメント、Ｖは剛体棒３００のすべり速度、Ｈは剛体棒３００の長さ、Ｉは剛体棒３００の下端から重心までの長さ、θは剛体棒３００と路面３１０のなす角度、μは路面３１０の摩擦係数である。 In FIG. 2, FIG. 2 (a) is a diagram showing an analysis model, in which 300 is a rigid bar imitating a human body, and 310 is a road surface.
From the analysis model shown in FIG. 2A, the following equation is obtained when considering the balance of moments around the center of gravity G of the rigid rod 300.
F g · I · cos θ−F f · I · sin θ + M = 0
Further, μ = f (V), F f = μ · F g , I = 0.57 · H (male), and I = 0.55 · H (female).
Here, F g is the weight of the rigid rod 300, F f is the frictional force of the road surface 310, M is the rotational moment about the center of gravity G of the rigid rod 300, V is the sliding speed of the rigid rod 300, and H is the length of the rigid rod 300. I is the length from the lower end to the center of gravity of the rigid rod 300, θ is the angle formed by the rigid rod 300 and the road surface 310, and μ is the friction coefficient of the road surface 310.

路面３１０の摩擦係数μに任意の値を代入して上式を回転モーメントＭについて解くと、剛体棒３００を回転させないために剛体棒３００に与えるべき回転モーメントＭが、剛体棒３００の長さＨと重量Ｆｇ（人体で身長、体重に相当）、及び剛体棒３００と路面３１０のなす角度θに対して求まる。
図２（ｂ）は、μに一般的なアスファルト道路の摩擦係数である０．７を代入して解析を行って得られた、剛体棒３００の重心Ｇ回りの回転モーメントＭと、角度θとの関係を示す図である。
なお、図２（ｂ）の複数の曲線は、男性、女性、子供など、様々な体型の人体を想定して剛体棒３００の長さＨと重量Ｆgの値を定めて解析を行った結果を表わしている。 When an arbitrary value is substituted for the friction coefficient μ of the road surface 310 and the above equation is solved for the rotational moment M, the rotational moment M to be applied to the rigid rod 300 to prevent the rigid rod 300 from rotating is the length H of the rigid rod 300. And the weight F g (equivalent to height and weight in the human body) and the angle θ formed by the rigid rod 300 and the road surface 310.
FIG. 2B shows the rotational moment M around the center of gravity G of the rigid rod 300, the angle θ, and the result obtained by substituting 0.7, which is a friction coefficient of a general asphalt road, into μ. It is a figure which shows the relationship.
Note that the plurality of curves in FIG. 2B are the results of analyzing the length H and the weight F g of the rigid rod 300 assuming various body types such as men, women, and children. Represents.

図２（ｂ）に示す各曲線より上の範囲の回転モーメントＭが剛体棒３００の重心Ｇ回りに発生すると、図２（ａ）より、剛体棒３００は時計回りに回転する。
図２（ａ）における時計回りの回転は、図１に示すような車両衝突時においては、一次衝突後、二次衝突時に脚部を車両２００から遠い方に、頭部を車両２００から近い方にして人体が路面に対して傾斜した姿勢をとる矢印ＥやＦで示す回転に相当し、人体の傷害の程度が小さくなると予想される回転方向である。 When a rotational moment M in the range above each curve shown in FIG. 2B is generated around the center of gravity G of the rigid rod 300, the rigid rod 300 rotates clockwise from FIG.
In the case of a vehicle collision as shown in FIG. 1, the clockwise rotation in FIG. 2 (a) is that after the primary collision, the leg is farther from the vehicle 200 and the head is closer to the vehicle 200 in the secondary collision. This corresponds to the rotation indicated by the arrows E and F in which the human body is inclined with respect to the road surface, and the rotation direction is expected to reduce the degree of injury to the human body.

図２（ｂ）からは、本解析の条件下では、一次衝突後、脚部接地時に人体と路面のなす角θと人体の重心に与える回転モーメントＭを図２（ｂ）においてハッチングされた領域の範囲とすることで、体型に関わらず、二次衝突時に脚部を車両から遠い方に、頭部を車両から近い方にして人体が路面に対して傾斜した姿勢をとるような回転を行うことがわかる。また、シンプルな条件設定としては、一次衝突後、脚部接地時に人体と路面とのなす角θを５５°以下とし、少なくとも図２（ａ）の時計回りの方向に回転モーメントを与えればよいことがわかる。これは図２（ｂ）においてハッチングされた領域内の点線で囲まれた領域に相当する。
なお、図２（ａ）に示す角度θが５５°以下であるとは、路面の法線とのなす角が３５°以上であることに等しく、図２に示した解析結果は図１に示したシミュレーション結果と概ね一致する。 From FIG. 2B, under the conditions of this analysis, the area hatched in FIG. 2B shows the angle θ formed between the human body and the road surface and the rotational moment M given to the center of gravity of the human body when the leg touches after the primary collision. By making this range, regardless of the body shape, the rotation is performed so that the human body is inclined with respect to the road surface with the legs farther from the vehicle and the head closer to the vehicle at the time of a secondary collision. I understand that. In addition, as a simple condition setting, after the primary collision, the angle θ between the human body and the road surface should be 55 ° or less at the time of landing on the legs, and a rotational moment should be given at least in the clockwise direction of FIG. I understand. This corresponds to a region surrounded by a dotted line in the hatched region in FIG.
Note that the angle θ shown in FIG. 2A is 55 ° or less is equivalent to the angle formed by the normal of the road surface being 35 ° or more, and the analysis result shown in FIG. 2 is shown in FIG. The simulation results are almost the same.

以上示したように、二次衝突時、脚部を車両から遠い方に、頭部を車両から近い方にして人体が路面に対し傾斜した姿勢をとりながら路面に倒れることにより、人体、特に頭部の傷害の程度が軽減される。このため、一次衝突後、人体の一部（脚部）が接地時の人体と路面（法線）とのなす角度等を所望のものとすることが有効である。
これらの知見等に基づき、発明者らは歩行者保護装置を発明した。以下本発明の歩行者保護装置について説明を行う。 As shown above, during a secondary collision, the human body, in particular the head, is brought down by falling onto the road surface while the human body is inclined with respect to the road surface with the legs far from the vehicle and the head near the vehicle. The degree of injury of the part is reduced. For this reason, after the primary collision, it is effective that a part of the human body (leg part) has a desired angle or the like formed by the human body and the road surface (normal line) at the time of ground contact.
Based on these findings, the inventors have invented a pedestrian protection device. The pedestrian protection device of the present invention will be described below.

まず、図３を参照しながら、本発明の歩行者保護装置の実施形態について説明する。
図３（ａ）、図３（ｂ）は車両通常走行時の本実施形態の歩行者保護装置を示す側面図である。 First, an embodiment of the pedestrian protection device of the present invention will be described with reference to FIG.
FIG. 3A and FIG. 3B are side views showing the pedestrian protection device of the present embodiment during normal vehicle travel.

車両１は、キャブオーバタイプの車両であり、前面にフロントガラス３、フロントパネル５、バンパー７等を有する。
本実施形態の歩行者保護装置は、歩行者保護パネル９と回転機構１０と衝突予知センサ（不図示）等を有する。
なお、本実施形態はキャブオーバタイプの車両を例にあげ説明するが、この他、セミキャブオーバ、ワンボックス等のボンネット部が無いか車両前後方向に短いタイプの車両、すなわち一次衝突後の人体が車両前方に跳ねられるような車両前面形状を有する車両、に本発明の歩行者保護装置を適用することができる。 The vehicle 1 is a cab-over type vehicle, and has a windshield 3, a front panel 5, a bumper 7, and the like on the front surface.
The pedestrian protection device of this embodiment includes a pedestrian protection panel 9, a rotation mechanism 10, a collision prediction sensor (not shown), and the like.
Although this embodiment will be described by taking a cab over type vehicle as an example, in addition to this, there is no bonnet part such as a semi cab over or one box, or a vehicle of a type short in the longitudinal direction of the vehicle, that is, a human body after a primary collision is a vehicle. The pedestrian protection device of the present invention can be applied to a vehicle having a vehicle front shape that can be bounced forward.

歩行者保護パネル９は、車両１の前面のバンパー７の下端からフロントパネル５の上端までを覆うように車両幅方向に配置される。
歩行者保護パネル９の上端は、フロントパネル５の上端部に、車両幅方向の軸を中心として回転可能に取り付けられている。
図３（ａ）に示すように、車両１の通常の走行状態では、歩行者保護パネル９は、フロントパネル５に沿って重ねられるように配置され、走行の邪魔にならない。
また、特に図示しないが、歩行者保護パネル９でフロントパネル５の前照灯や方向指示器、ナンバープレートやグリルなどの位置に該当する部分には、通常の走行に支障をきたさないよう穴部等が設けられている。 The pedestrian protection panel 9 is arranged in the vehicle width direction so as to cover from the lower end of the bumper 7 on the front surface of the vehicle 1 to the upper end of the front panel 5.
The upper end of the pedestrian protection panel 9 is attached to the upper end of the front panel 5 so as to be rotatable about an axis in the vehicle width direction.
As shown in FIG. 3A, in the normal traveling state of the vehicle 1, the pedestrian protection panel 9 is disposed so as to be overlapped along the front panel 5, and does not interfere with traveling.
Further, although not particularly illustrated, a portion of the pedestrian protection panel 9 corresponding to the position of the headlamp, the direction indicator, the number plate, the grill, or the like on the front panel 5 is provided with a hole so as not to interfere with normal driving. Etc. are provided.

車両１には、後述する歩行者保護パネル９の回転機構１０と電気的に接続する不図示の衝突予知センサ（衝突予知手段）が設けられている。このセンサは、車両前方の人体を検知するものであり、例えば赤外線センサなど従来知られたものを使用することができる。   The vehicle 1 is provided with a collision prediction sensor (collision prediction means) (not shown) that is electrically connected to a rotation mechanism 10 of a pedestrian protection panel 9 described later. This sensor detects a human body in front of the vehicle, and for example, a conventionally known one such as an infrared sensor can be used.

回転機構１０（回転手段）は、モータ１１、回転軸１２、アーム１３、スライド板１５、フレーム１９等を有する。
モータ１１は、フロントパネル５下部で幅方向の両端部に取り付けられたフレーム１９の側壁に各１個取り付けられており、衝突予知センサが歩行者との衝突を予知した時の信号に基づいて車両幅方向の回転軸１２の回転を行うようになっている。
また、両サイドのフレーム１９に設けられる２個のモータ１１の回転は同期するように制御されているとともに、歩行者保護パネル５が路面法線に対し所定の角度θになった時点で回転を停止するよう制御されている。 The rotating mechanism 10 (rotating means) includes a motor 11, a rotating shaft 12, an arm 13, a slide plate 15, a frame 19, and the like.
One motor 11 is attached to each side wall of the frame 19 attached to both ends in the width direction at the lower part of the front panel 5, and the vehicle 11 is based on a signal when the collision prediction sensor predicts a collision with a pedestrian. The rotation shaft 12 is rotated in the width direction.
In addition, the rotation of the two motors 11 provided on the frames 19 on both sides is controlled so as to be synchronized, and the rotation is performed when the pedestrian protection panel 5 reaches a predetermined angle θ with respect to the road surface normal. Controlled to stop.

アーム１３は棒状の剛性部材であり、一端が後述のスライド板１５のスライド溝１７に沿って摺動可能となるようにピン連結されている。別の一端はモータ１１の回転軸１２に取り付けられる。
スライド板１５は歩行者保護パネル９の内側の車両幅方向の両端部に取り付けられる。
スライド板１５には、ピン連結されたアーム１３の端部が摺動可能なスライド溝１７が上下方向に形成される。スライド溝１７の下端部には車両前方側に伸びるようにロック孔１８が形成される。 The arm 13 is a rod-like rigid member, and one end of the arm 13 is pin-connected so as to be slidable along a slide groove 17 of a slide plate 15 described later. Another end is attached to the rotating shaft 12 of the motor 11.
The slide plates 15 are attached to both ends of the pedestrian protection panel 9 in the vehicle width direction.
The slide plate 15 is formed with a slide groove 17 in the vertical direction in which the end of the pin-connected arm 13 can slide. A lock hole 18 is formed at the lower end of the slide groove 17 so as to extend to the front side of the vehicle.

図４は、車両と人体との衝突時の歩行者保護装置の状態を示したものである。図４（ａ）、図４（ｂ）は車両と人体の衝突時の本実施形態の歩行者保護装置を示す側面図である。   FIG. 4 shows a state of the pedestrian protection device when the vehicle and the human body collide. 4 (a) and 4 (b) are side views showing the pedestrian protection device of the present embodiment when the vehicle and the human body collide.

車両１の通常走行時には、図３（ｂ）に示したようにアーム１３の一端はスライド板１５のスライド溝１７の上部においてピン連結されるが、衝突予知センサで人体との衝突を予知すると、図４（ｂ）で矢印１４に示す方向にモータ１１が回転し、アーム１３の一端がスライド板１５に形成されたスライド溝１７に沿って矢印１６に示すように下方に移動する。これに伴って図４（ａ）に示すように歩行者保護パネル９が回転し、下部が車両１の前方に突出し、歩行者保護パネル９と路面法線のなす角度がθとなる。   When the vehicle 1 is traveling normally, one end of the arm 13 is pin-connected at the upper part of the slide groove 17 of the slide plate 15 as shown in FIG. 3 (b), but if a collision prediction sensor predicts a collision with the human body, In FIG. 4B, the motor 11 rotates in the direction indicated by the arrow 14, and one end of the arm 13 moves downward along the slide groove 17 formed in the slide plate 15 as indicated by the arrow 16. Accordingly, as shown in FIG. 4A, the pedestrian protection panel 9 rotates, the lower part projects forward of the vehicle 1, and the angle formed between the pedestrian protection panel 9 and the road surface normal is θ.

歩行者保護パネル９が路面法線に対して所定の角度θとなった時点で、アーム１３の一端が歩行者保護パネル９の自重によりロック孔１８に嵌り込み、歩行者保護パネル９が路面法線に対して所定の角度θとなった状態でロックされる。   When the pedestrian protection panel 9 reaches a predetermined angle θ with respect to the road surface normal line, one end of the arm 13 is fitted into the lock hole 18 by the weight of the pedestrian protection panel 9, and the pedestrian protection panel 9 is It is locked with a predetermined angle θ with respect to the line.

角度θは様々に定めることができるが、図１や図２に示したシミュレーション結果を踏まえると、θは３５°以上であることが望ましい。
なお、上記示した構成以外にも、歩行者保護パネル９を回転させ、路面法線に対し所定の角度θとするための機構には様々なものが考えられる。例えばアクチュエータを用いて歩行者保護パネル９の下部を押し出すようにして歩行者保護パネル９を回転させることもできる。
また、歩行者保護パネル９は、ボディ外板のような、衝突時にパネルの角度を全体として保つことができ、かつその変形により衝突エネルギーをある程度吸収可能な材質でできている。歩行者保護パネル９の回転により、フロントパネル５との間に空間が確保されることもあり、衝突時の人体に加わる衝突エネルギーを、その変形により軽減することができる。 The angle θ can be determined in various ways, but it is desirable that θ be 35 ° or more based on the simulation results shown in FIG. 1 and FIG.
In addition to the above-described configuration, various mechanisms for rotating the pedestrian protection panel 9 to a predetermined angle θ with respect to the road surface normal line are conceivable. For example, the pedestrian protection panel 9 can be rotated by pushing out the lower part of the pedestrian protection panel 9 using an actuator.
The pedestrian protection panel 9 is made of a material such as a body outer plate that can keep the panel angle as a whole at the time of collision and can absorb the collision energy to some extent by deformation. Due to the rotation of the pedestrian protection panel 9, a space may be secured between the pedestrian protection panel 9 and the collision energy applied to the human body at the time of the collision can be reduced by the deformation.

続いて、図５を用いて、本実施形態の歩行者保護装置を有する車両と衝突時の人体の挙動について説明する。   Subsequently, the behavior of the vehicle having the pedestrian protection device of the present embodiment and the human body at the time of collision will be described with reference to FIG.

車両１と歩行者との衝突時には、衝突予知センサで歩行者との衝突を予知したことに伴って歩行者保護パネル９が回転機構１０により回転して路面法線と所定の角度θをなし、下部が車両１の前方に突出した状態となっている。
角度θは、前述したように３５°以上である。 At the time of a collision between the vehicle 1 and the pedestrian, the pedestrian protection panel 9 is rotated by the rotation mechanism 10 in accordance with the prediction of the collision with the pedestrian by the collision prediction sensor to form a predetermined angle θ with the road surface normal, The lower part protrudes forward of the vehicle 1.
The angle θ is 35 ° or more as described above.

人体は、車両１と一次衝突（人体２１）したあと車両前方に跳ねられ、二次衝突時、まず脚部が路面２７に接地する（人体２３）。
一次衝突時（人体２１）には、路面法線と３５°以上の角度をなす歩行者保護パネル９に沿って人体２１と車両１が衝突する。また、このとき人体２１は脚部をすくわれるような形となるので、脚部接地時（人体２３）には、人体２３と路面法線のなす角度は３５°以上かつ図５のｂに示す回転モーメントが働いている状態となる。よって、その後人体は脚部を車両１から遠い方、頭部を車両１から近い方として路面２７に対して傾斜した姿勢をとり、路面２７に倒れる（人体２５）。この姿勢は、前述したように、人体、特に頭部の傷害の程度の軽減に繋がる姿勢である。 The human body is bounced forward of the vehicle after a primary collision with the vehicle 1 (human body 21), and at the time of the secondary collision, the leg portion first contacts the road surface 27 (human body 23).
At the time of the primary collision (human body 21), the human body 21 and the vehicle 1 collide along the pedestrian protection panel 9 that forms an angle of 35 ° or more with the road surface normal. Further, at this time, the human body 21 is shaped so that the legs are scooped. Therefore, when the legs are grounded (the human body 23), the angle between the human body 23 and the road surface normal is 35 ° or more and is shown in FIG. The rotational moment is working. Therefore, the human body then takes a posture inclined with respect to the road surface 27 with the leg portion far from the vehicle 1 and the head near the vehicle 1 and falls down on the road surface 27 (human body 25). As described above, this posture is a posture that leads to a reduction in the degree of injury to the human body, particularly the head.

以上説明したように、本実施形態の歩行者保護装置によれば、ボンネット部が無いか車両前後方向に短いタイプの車両との衝突後路面に倒れる際に、脚部を車両から遠い方、頭部を車両から近い方として路面に対して傾斜した姿勢、すなわち人体の傷害の程度の軽減に繋がる姿勢を歩行者に与えることができる。   As described above, according to the pedestrian protection device of the present embodiment, when the vehicle falls over a road surface after a collision with a vehicle of a type that has no bonnet portion or is short in the vehicle front-rear direction, It is possible to give a pedestrian a posture that is inclined with respect to the road surface, that is, a portion that is closer to the vehicle, that is, a posture that leads to a reduction in the degree of human injury.

以上、添付図面を参照しながら、本発明にかかる歩行者保護装置等の実施形態について説明したが、本発明はかかる例に限定されない。当業者であれば、本願で開示した技術的思想の範疇内において、各種の変更例又は修正例に想到し得ることは明らかであり、それらについても当然に本発明の技術的範囲に属するものと了解される。   As mentioned above, although embodiment of pedestrian protection apparatus etc. concerning this invention was described referring an accompanying drawing, this invention is not limited to this example. It will be apparent to those skilled in the art that various changes or modifications can be conceived within the scope of the technical idea disclosed in the present application, and these naturally belong to the technical scope of the present invention. Understood.

１………車両
３………フロントガラス
５………フロントパネル
７………バンパー
９………歩行者保護パネル
１０………回転機構
１１………モータ
１２………回転軸
１３………アーム
１５………スライド板
１７………スライド溝
１８………ロック穴
１９………フレーム DESCRIPTION OF SYMBOLS 1 ......... Vehicle 3 ......... Front glass 5 ......... Front panel 7 ......... Bumper 9 ......... Pedestrian protection panel 10 ......... Rotation mechanism 11 ......... Motor 12 ......... Rotation shaft 13 ... ... Arm 15 ......... Slide plate 17 ......... Slide groove 18 ......... Lock hole 19 ......... Frame

Claims (4)

ボンネット部が無いか車両前後方向に短いタイプの車両前面に、車両幅方向を軸として回転可能に取り付けられる歩行者保護パネルと、
車両前面と衝突後の人体が、脚部を車両から遠い方に、頭部を車両から近い方にして傾斜しながら路面に倒れるように、前記歩行者保護パネルの路面法線に対する角度が所定の角度以上となるよう前記歩行者保護パネルを回転させる回転手段と、
を備えることを特徴とする歩行者保護装置。 A pedestrian protection panel that is attached to the front of the vehicle, which has no bonnet portion or is short in the vehicle front-rear direction, so as to be rotatable about the vehicle width direction,
The pedestrian protection panel has a predetermined angle with respect to the road surface normal so that the human body after the collision with the front surface of the vehicle falls on the road surface while tilting with the legs far from the vehicle and the head near the vehicle. A rotating means for rotating the pedestrian protection panel so as to be at an angle or more;
A pedestrian protection device comprising: 車両前方の人体との衝突を予知する衝突予知手段を更に備え、
前記回転手段は、前記衝突予知手段で人体との衝突を予知したことに伴って、前記歩行者保護パネルを回転させることを特徴とする請求項１に記載の歩行者保護装置。 A collision prediction means for predicting a collision with a human body in front of the vehicle;
The pedestrian protection device according to claim 1, wherein the rotation unit rotates the pedestrian protection panel when the collision prediction unit predicts a collision with a human body. 前記回転手段は、
車両幅方向を回転軸として回転するモータと、
前記歩行者保護パネルに取り付けられた、上下方向にスライド溝を有するスライド板と、
一端が前記スライド板のスライド溝に沿って摺動可能に連結されるとともに、別の一端が前記モータの回転軸に取り付けられたアームと、
を有することを特徴とする請求項１もしくは請求項２に記載の歩行者保護装置。 The rotating means includes
A motor that rotates about the vehicle width direction as a rotation axis;
A slide plate attached to the pedestrian protection panel and having a slide groove in the vertical direction;
One end is slidably coupled along the slide groove of the slide plate, and another end is attached to the rotating shaft of the motor;
The pedestrian protection device according to claim 1, wherein the pedestrian protection device is provided. 前記スライド溝の下端部には、前記アームの一端をロックするためのロック孔が設けられることを特徴とする請求項３記載の歩行者保護装置。   The pedestrian protection device according to claim 3, wherein a lock hole for locking one end of the arm is provided at a lower end portion of the slide groove.
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