JPH04228342A - Automobile collision sensor structure - Google Patents

Abstract

PURPOSE:To provide automobile collision sensor structure enabling the continuous signal output from the initial time of accelerating action without generating the action delay of an air bag system by preventing the rebound of a conductive member. CONSTITUTION:A cushion 20 is provided on the wall surface 12A of a moving space 12 on the side where terminals 14, 15 are buried, and a steel ball 13, a conductive member, moves in the moving space 12 by a magnet 16 against suction force to come in contact with the contacts 14A, 15A of the terminals 14, 15, and further comes in contact with the cushion 20 to prevent repulsion on the wall surface 12A.

Description

【発明の詳細な説明】[Detailed description of the invention]

【０００１】0001

【産業上の利用分野】本発明は、自動車のエアバックシ
ステム等に用いられる衝突感知センサー構造に関し、詳
しくは、衝突感知センサーの検知精度を向上させる取付
け構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a collision sensor structure used in an automobile airbag system, and more particularly to a mounting structure for improving the detection accuracy of a collision sensor.

【０００２】0002

【従来の技術】自動車の衝突時に於る乗員の安全性向上
を図るものの一つにエアバッグシステムがある。（特開
昭６３−２５５１５３号公報等参照）エアバッグシステ
ムは、乗員の前方側に袋状のエアバッグを収縮格納して
おき、このエアバッグに衝突時に気体圧力を印加して乗
員の前方側の空間域で膨らませ、乗員のステアリングホ
イールやダッシュボード等への衝突を防いで安全を確保
するものである。このようなエアバッグシステムに於る
衝突の検知は、図２３乃至図２５に示す如き衝突感知セ
ンサーにより行なわれる。図２３に示す衝突感知センサ
ー１０は、磁性体により形成された導通部材としての所
定質量の球（マス）１０Ａを、所定ストローク移動可能
な空間１０Ｂ内に嵌装し、該空間１０Ｂの一端側に磁石
１０Ｃを配置すると共に、他端側に不導通状態の一対の
電気接点１０Ｄを空間１０Ｂ内に突設して構成したもの
である。球１０Ａは磁石１０Ｃの磁気吸引力で空間１０
Ｂの一端側（磁石１０Ｃ配置側）に吸引付勢され、この
球１０Ａ付勢方向とは逆側（即ち接点１０Ｄ側：図中矢
印で示す）を進行方向前方として車体に装着される。そ
して、衝突時等前方方向に所定以上のマイナスの加速度
（衝撃）が加わると、球１０Ａがその慣性力で磁石１０
Ｃの磁気吸引力に抗して図中一点鎖線で示す如く接点１
０Ｄ側に移動し、該球１０Ａが接点１０Ｄを導通させる
ようになっているものである。2. Description of the Related Art An air bag system is one of the systems intended to improve the safety of occupants in the event of a car collision. (Refer to Japanese Unexamined Patent Publication No. 63-255153, etc.) The airbag system deflates and stores a bag-shaped airbag in front of the occupant, and applies gas pressure to this airbag in the event of a collision. The device is inflated in a space that prevents occupants from colliding with the steering wheel, dashboard, etc. to ensure safety. Detection of a collision in such an airbag system is performed by a collision detection sensor as shown in FIGS. 23 to 25. In the collision detection sensor 10 shown in FIG. 23, a ball (mass) 10A of a predetermined mass as a conductive member formed of a magnetic material is fitted into a space 10B that can be moved by a predetermined stroke, and is attached to one end side of the space 10B. A magnet 10C is disposed, and a pair of electrical contacts 10D in a non-conducting state are provided at the other end to protrude into the space 10B. The sphere 10A moves into space 10 due to the magnetic attraction force of the magnet 10C.
It is attracted and biased toward one end side of the ball B (the side where the magnet 10C is arranged), and is attached to the vehicle body with the side opposite to the biasing direction of the ball 10A (that is, the contact 10D side: indicated by the arrow in the figure) forward in the traveling direction. When a predetermined or more negative acceleration (impact) is applied in the forward direction, such as in the event of a collision, the ball 10A is moved by the magnet 10 due to its inertia.
Contact point 1 resists the magnetic attraction force of C as shown by the dashed line in the figure.
The ball 10A moves to the 0D side and makes the contact 10D conductive.

【０００３】図２４乃至２５は他の方式のものを示し、
図示衝突感知センサー３０は、円柱状のハウジング３１
内に、外周近傍の所定位置に所定質量のウェイト３２が
固定されたロータ３３をシャフト３４によって回転可能
に支持し、ロータ３３に導通部材としての接片３５をそ
の回転中心を挟む対称位置からハウジング３１の端部側
内壁３１Ａに向けて突出させて設けると共に、この接片
３５と対応するハウジング３１の端部側内壁３１Ａに不
導通状態の一対の電気接点３６，３７を配置して構成さ
れている。ロータ３３は、その接片３５と電気接点３６
，３７とが所定間隔離れた位置となるようハウジング３
１の内壁との間に介設されたスプリング３８によって付
勢され、該ロータ３３がスプリング３８の付勢力に抗し
て回転することで接片３５が電気接点３６，３７に接触
して該電気接点３６，３７間が接片３５によって導通さ
れるようになっており、ロータ３３の回転によるウェイ
ト３２の円弧状移動軌跡の接線方向を略進行方向前方と
して車体に装着される。そして、衝突時等前方方向に所
定以上のマイナスの加速度（衝撃）が加わると、ウェイ
ト３２の慣性力でロータ３３がスプリング３８の付勢力
に抗して回転し、接片３５が電気接点３６，３７に接触
して導通させるようになっている。つまり、本構成では
、ウェイト３２，ロータ３３及び接片３５で導通部材が
構成されているものである。FIGS. 24 and 25 show other methods,
The illustrated collision detection sensor 30 has a cylindrical housing 31
A rotor 33 with a weight 32 of a predetermined mass fixed at a predetermined position near the outer periphery is rotatably supported within the rotor 33 by a shaft 34, and a contact piece 35 as a conductive member is connected to the rotor 33 from a symmetrical position across the center of rotation of the housing. 31, and a pair of electrical contacts 36 and 37 in a non-conducting state are arranged on the end inner wall 31A of the housing 31 corresponding to the contact piece 35. There is. The rotor 33 has its contact pieces 35 and electrical contacts 36
, 37 are spaced apart from each other by a predetermined distance.
When the rotor 33 rotates against the urging force of the spring 38, the contact pieces 35 come into contact with the electrical contacts 36 and 37, and the electric The contact points 36 and 37 are electrically connected by the contact piece 35, and the weight 32 is mounted on the vehicle body with the tangential direction of the arcuate locus of movement of the weight 32 due to the rotation of the rotor 33 being substantially forward in the traveling direction. When a predetermined or more negative acceleration (impact) is applied in the forward direction, such as during a collision, the rotor 33 rotates against the urging force of the spring 38 due to the inertial force of the weight 32, and the contact piece 35 connects to the electrical contact 36, 37 to establish conduction. That is, in this configuration, the weight 32, the rotor 33, and the contact piece 35 constitute a conductive member.

【０００４】0004

【従来技術の課題】しかし乍ら、上記の如き衝突感知セ
ンサー構造では、前方方向に所定以上のマイナスの加速
度（衝撃）が加わることによって導通部材が一旦移動し
て接点間を導通させた後、反発して接点から離れて信号
が継続出力されないという問題を有し、その結果、エア
バッグシステムの作動に遅れを生ずることが考えられる
ものであった。即ち、図２３に示す構成のものでは、球
１０Ａが接点１０Ｄ側に移動して該接点１０Ｄを一旦導
通状態とした後、図中二点鎖線で示す状態を経て接点１
０Ｄ又は該接点１０Ｄが設けられた壁面で跳ね返って（
反発して）接点１０Ｄから離れる可能性があり、図２４
乃至２５の構成では接片３５が電気接点３６，３７に接
触して導通させた後この電気接点３６，３７によって跳
ね返されて接片が電気接点から離れる可能性があるもの
である。エアバッグシステムでは、誤作動防止と安定作
動を図る為に衝突感知センサーからの検知信号が所定時
間（例えば３ｍｓｅｃ）継続することが作動の条件とし
て設定されるものであるが、球１０Ａ又は接片３５が反
発すると当該衝突感知センサー１０，２０からの出力信
号は図２６に示す如く断続的となり、その結果、球１０
Ａが接点１０Ｄに所定時間当接（接点１０Ｄが導通）し
続ける迄（又は接片３５が電気接点３６，３７に当接し
続ける迄）エアバッグシステムは作動せず、これによっ
てエアバッグシステムの作動開始が僅か乍ら遅れて加速
度作用初期に迅速に対応できないものである。[Problems with the Prior Art] However, in the collision detection sensor structure as described above, when a negative acceleration (impact) of a predetermined value or more is applied in the forward direction, the conductive member moves once and conducts between the contacts. There is a problem in that the signal is not continuously output due to the repulsion and separation from the contact point, which may result in a delay in the operation of the airbag system. That is, in the configuration shown in FIG. 23, after the ball 10A moves toward the contact 10D and makes the contact 10D conductive, the contact 10A goes through the state shown by the two-dot chain line in the figure.
0D or the wall surface where the contact 10D is installed (
There is a possibility that it will repel) and separate from the contact 10D.
In the configurations 25 to 25, there is a possibility that the contact piece 35 contacts the electrical contacts 36, 37 to establish conduction, and then is bounced back by the electrical contacts 36, 37, causing the contact piece to separate from the electrical contacts. In an airbag system, in order to prevent malfunction and ensure stable operation, the condition for activation is that the detection signal from the collision detection sensor continues for a predetermined period of time (for example, 3 msec). When the ball 35 repulses, the output signals from the collision detection sensors 10 and 20 become intermittent as shown in FIG.
The airbag system will not operate until A continues to be in contact with the contact 10D for a predetermined period of time (contact 10D is conductive) (or until the contact piece 35 continues to be in contact with the electrical contacts 36 and 37), and the airbag system will not operate. The start is slightly delayed and it is not possible to respond quickly to the initial stage of the acceleration action.

【０００５】[0005]

【発明の目的】本発明は、上記の如き事情に鑑み、導通
部材の跳ね返りを防止することにより加速度作用初期か
ら信号の継続出力を可能とし、エアバッグシステムの作
動遅れを生じさせることのない自動車用衝突感知センサ
ー構造の提供、を目的とする。SUMMARY OF THE INVENTION In view of the above-mentioned circumstances, the present invention has been made to enable a continuous output of a signal from the initial stage of acceleration by preventing the conductive member from bouncing back, thereby preventing a delay in the activation of an airbag system for an automobile. The purpose of the present invention is to provide a collision detection sensor structure for use in automobiles.

【０００６】[0006]

【発明の構成】このため、本発明に係る自動車用衝突感
知センサー構造は、所定の質量を有する導通部材が慣性
移動することにより不導通状態にある一対の接点に同時
接触して該接点間を導通状態とすることで衝突を検知す
るよう構成された衝突感知センサーに於て、導通部材が
接点に接触した後該接点から離れる方向へ反発移動する
ことを防ぐ反発移動規制手段を備えて構成したものであ
る。これにより、反発移動規制部によって導通部材の反
発が阻止され、接点間の導通が維持されることとなって
加速度作用初期から信号を継続出力することができる。 又、反発移動規制手段として、接点又は該接点を備える
壁面部分の反発係数を低くして構成したり、導通部材の
反発方向を該導通部材の移動方向とは異なる方向とする
よう構成したり、接点と上記導通部材が係合するよう構
成したものである。[Structure of the Invention] Therefore, in the collision detection sensor structure for an automobile according to the present invention, a conductive member having a predetermined mass moves inertia to simultaneously contact a pair of non-conducting contacts, thereby causing a connection between the contacts. A collision detection sensor configured to detect a collision by establishing a conductive state is provided with a repulsion movement regulating means for preventing the conductive member from repulsively moving in a direction away from the contact after contacting the contact. It is something. As a result, the repulsion of the conductive member is prevented by the repulsion movement regulating portion, and conduction between the contacts is maintained, so that a signal can be continuously output from the initial stage of the acceleration action. In addition, the repulsion movement regulating means may be constructed by lowering the coefficient of repulsion of the contact point or a wall surface portion including the contact point, or configured such that the repulsion direction of the conductive member is different from the moving direction of the conductive member, The contact point and the conductive member are configured to engage with each other.

【０００７】[0007]

【発明の実施例】以下、本発明の実施例を図面に基づい
て説明する。図１は、本発明に係る自動車用衝突感知セ
ンサー構造の一実施例の縦断面図を示す。図示衝突感知
センサー１０は、ケース内１１に形成された所定長さの
円柱状の空間部１２内に導通部材としての鋼球１３が挿
置され、該鋼球１３は移動空間１２内をその長手方向に
沿って移動可能となっている。鋼球１３は、その表面に
所定厚さの金メッキが施され、電気抵抗が少なく良好な
導通状態を得られるようになっている。移動空間１２の
長手方向の一方側の壁面１２Ａ内には、一対の端子１４
，１５が移動空間１２の長手方向軸を挟んで対称に埋設
され、両端子１４，１５の先端部は移動空間１２内に突
出して対向する接点１４Ａ，１５Ａを構成し、該接点１
４Ａ，１５Ａ間は所定間隔離れて非接触状態（即ち不導
通状態）となっている。該対向する接点１４Ａ，１５Ａ
は、移動空間１２の当該端子１４，１５が設けられる側
の壁面１２Ａと所定間隔を有し、端子１４，１５はそれ
自体の弾性によって、比較的弱い力で当該壁面１２Ａと
当接する迄弾性変形可能となっている。端子１４，１５
が設けられた側とは逆側のケース端部外側にはマグネッ
ト１６が外装されており、該マグネット１６がその磁気
吸引力で鋼球１３を吸引し、移動空間１２の当該マグネ
ット１６配置側壁面１２Ｂに付勢して壁面１２Ｂへの当
接状態を保持するようになっている。DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a longitudinal sectional view of an embodiment of a collision detection sensor structure for an automobile according to the present invention. In the illustrated collision detection sensor 10, a steel ball 13 as a conductive member is inserted in a cylindrical space 12 of a predetermined length formed in a case 11, and the steel ball 13 moves inside the moving space 12 along its longitudinal direction. It is possible to move along the direction. The surface of the steel ball 13 is plated with gold to a predetermined thickness so that electrical resistance is low and a good conductive state can be obtained. A pair of terminals 14 are provided in the wall surface 12A on one side in the longitudinal direction of the moving space 12.
, 15 are buried symmetrically across the longitudinal axis of the moving space 12, and the tips of both terminals 14, 15 protrude into the moving space 12 to constitute opposing contacts 14A, 15A.
4A and 15A are separated by a predetermined interval and are in a non-contact state (that is, a non-conducting state). The opposing contacts 14A, 15A
has a predetermined distance from the wall surface 12A of the moving space 12 on the side where the terminals 14 and 15 are provided, and the terminals 14 and 15 are elastically deformed due to their own elasticity until they come into contact with the wall surface 12A with a relatively weak force. It is possible. Terminals 14, 15
A magnet 16 is externally mounted on the outside of the case end on the opposite side to the side where the magnet 16 is provided, and the magnet 16 attracts the steel ball 13 with its magnetic attraction force, and the magnet 16 is placed on the wall surface of the moving space 12 on the side where the magnet 16 is arranged. 12B to maintain a state of contact with the wall surface 12B.

【０００８】上記の如き構成により、当該衝突感知セン
サー１０にマグネット１６装着側に向かう所定値以上の
加速度が作用すると、鋼球１３はマグネット１６の磁気
吸引力に抗して移動空間１２内を端子１４，１５側に移
動し、両接点１４Ａ，１５Ａに同時に接触して当該鋼球
１３が両接点１４Ａ，１５Ａ間を導通させることとなる
。つまり、端子１４，１５と鋼球１３とで作用する加速
度に応じたスイッチが構成され、端子１４，１５側を進
行方向前方側（図中矢印で示す）として車両に装着して
おくことによって当該車両が走行中に前方に衝突して進
行方向前方に所定値以上のマイナスの加速度（後方側に
プラスの加速度）が作用すると、鋼球１３が慣性で進行
方向側（端子１４，１５側）に移動して両接点１４Ａ，
１５Ａに接触し、両端子１４，１５を介して構成した電
気回路が導通状態（ＯＮ）となって信号が出力され、こ
の信号出力によって衝突が検知されるものである。ここ
で、移動空間１２の端子１４，１５が埋設された側の壁
面１２Ａの中央、即ち接点１４Ａ，１５Ａの対向部と対
応する部位には、反発移動規制手段としてのクッション
２０が設けられている。クッション２０は、例えば衝撃
吸収効果を有するウレタンゴム等の低反発部材により、
接点１４Ａ，１５Ａの端部間距離より小径で接点１４Ａ
，１５Ａより鋼球１３配置側に突出しない高さに形成さ
れている。With the above configuration, when an acceleration of a predetermined value or more is applied to the collision sensor 10 toward the side where the magnet 16 is attached, the steel ball 13 resists the magnetic attraction force of the magnet 16 and moves inside the moving space 12 to the terminal. The steel ball 13 moves to the 14 and 15 sides and contacts both contacts 14A and 15A at the same time, so that the steel ball 13 establishes conduction between both contacts 14A and 15A. In other words, a switch corresponding to the acceleration acting on the terminals 14 and 15 and the steel ball 13 is configured, and by installing the switch in the vehicle with the terminals 14 and 15 side facing forward in the direction of travel (indicated by the arrow in the figure), When the vehicle collides with the front while the vehicle is running, and a negative acceleration of a predetermined value or more is applied to the front in the direction of travel (plus acceleration to the rear), the steel ball 13 will move toward the direction of travel (towards the terminals 14 and 15) due to inertia. Move both contacts 14A,
15A, the electric circuit configured via both terminals 14 and 15 becomes conductive (ON) and a signal is output, and a collision is detected by this signal output. Here, in the center of the wall surface 12A of the moving space 12 on the side where the terminals 14 and 15 are buried, that is, in a portion corresponding to the opposing portion of the contacts 14A and 15A, a cushion 20 is provided as a repulsion movement regulating means. . The cushion 20 is made of a low resilience material such as urethane rubber that has a shock absorbing effect, for example.
Contact 14A with a diameter smaller than the distance between the ends of contacts 14A and 15A
, 15A so as not to protrude toward the steel ball 13 arrangement side.

【０００９】而して、上記の如く移動空間１２の端子１
４，１５が埋設された側の壁面１２Ａにクッション２０
を備えたことにより、加速度の作用によって空間内を端
子１４，１５側に移動して接点１４Ａ，１５Ａに接触し
て両端子１４，１５間を導通させた鋼球１３は、その後
クッション２０に当接して運動エネルギが吸収されるこ
ととなって跳ね返ることなく両端子１４，１５間を導通
状態に維持し続け、信号を出力し続ける。つまり、加速
度の作用によって鋼球１３が端子１４，１５間を導通さ
せて信号を出力しても、次の瞬間鋼球１３が壁面１２Ａ
で跳ね返ることによって端子１４，１５間の導通（信号
出力）が所定時間継続しないという不具合が生ずること
はないものである。尚、クッション２０の材質は上記実
施例に限るものではなく、衝撃吸収効果を有するもので
あれば、例えばスポンジ等の気泡部材とする等適宜変更
可能なものである。又、上記構成に加えて、移動空間１
２と鋼球１３の隙間を鋼球１３の動きを妨げない範囲で
極力小さく設定することにより、移動空間１２内の空気
がダンパーとして作用させてなって一旦移動した鋼球１
３を戻りにくくすることができる。[0009] As described above, the terminal 1 of the moving space 12
A cushion 20 is placed on the wall surface 12A on the side where 4 and 15 are buried.
With this provision, the steel ball 13 moves in the space toward the terminals 14 and 15 due to the action of acceleration, contacts the contacts 14A and 15A, and establishes conduction between the terminals 14 and 15. Thereafter, the steel ball 13 hits the cushion 20. Since the terminals 14 and 15 are in contact with each other and kinetic energy is absorbed, the terminals 14 and 15 continue to be in a conductive state without rebounding and continue to output signals. In other words, even if the steel ball 13 conducts between the terminals 14 and 15 and outputs a signal due to the action of acceleration, the next moment the steel ball 13 connects to the wall surface 12A.
This does not cause the problem that conduction (signal output) between the terminals 14 and 15 does not continue for a predetermined period of time due to the rebound. The material of the cushion 20 is not limited to the above embodiments, and may be changed as appropriate, for example, by using a foam material such as sponge, as long as it has a shock absorbing effect. In addition to the above configuration, the moving space 1
By setting the gap between the steel ball 2 and the steel ball 13 as small as possible within a range that does not impede the movement of the steel ball 13, the air in the moving space 12 acts as a damper, and the steel ball 1 once moved is
3 can be made difficult to return to.

【００１０】次に、本発明の他の実施例を説明する。 尚、上記実施例と同機能部分には同符号を付して説明を
省略する。図２乃至図３は、上記実施例とは形状の異な
るクッション２１の実施例である。これは、スポンジ等
の気泡部材により円筒状に構成したものであり、鋼球１
３衝突時には図３に示す如く樽状に変形することによっ
てより衝撃吸収効果が大となるものである。図４乃至図
５は、上記実施例に於るクッション２０，２１の代りに
小径で可撓性を有する複数の毛状突起２２…を同一円周
上に突設又は植設して反発移動規制手段としたものであ
る。各毛状突起の先端部２２Ａは、図５に示す如く外側
から内側に向かって先細りに斜めにカットされており、
このカットによって先端部２２Ａがより柔軟となって鋼
球１３を軟らかく受け止めることができるようになって
いる。図６は、端子１４，１５の接点１４Ａ，１５Ａを
塑性変形し易い素材により変形し易い形状に形成したも
のであり、鋼球１３によって接点１４Ａ，１５Ａが塑性
変形することで該接点１４Ａ，１５Ａの反発を防止でき
る。Next, another embodiment of the present invention will be explained. Note that the same reference numerals are given to the same functional parts as in the above embodiment, and the explanation thereof will be omitted. 2 and 3 show examples of cushions 21 having different shapes from those of the above-mentioned examples. This is a cylindrical structure made of a foam material such as a sponge, and has 1 steel ball.
3. In the event of a collision, the impact absorption effect becomes greater by deforming into a barrel shape as shown in FIG. 4 and 5 show a plurality of small diameter and flexible hair-like protrusions 22 protruding or implanted on the same circumference instead of the cushions 20 and 21 in the above embodiment to restrict repulsive movement. It was used as a means. The tip 22A of each trichome is cut obliquely from the outside to the inside, as shown in FIG.
This cut makes the tip 22A more flexible so that it can receive the steel ball 13 in a soft manner. In FIG. 6, the contacts 14A, 15A of the terminals 14, 15 are made of a material that is easily deformed plastically and formed into a shape that is easily deformed. can prevent backlash.

【００１１】図７は、反発移動規制手段の異なる技術思
想の実施例である。これは、端子１４，１５が埋設され
た側の壁面を移動空間１２の軸方向（即ち鋼球１３の移
動方向）に対して垂直な状態から所定角度傾けた傾斜壁
面１２Ｃとして形成したものである。この構成によれば
、傾斜壁面１２Ｃに衝突した鋼球１３の跳ね返り方向は
、鋼球１３の衝突に至る移動方向（移動空間１２の軸方
向）と、衝突位置に於る傾斜壁面１２Ｃの垂線に対して
線対称となる方向となるが、当該方向は移動空間１２の
周壁面方向であって当該方向には移動不能であり、結果
、鋼球１３の跳ね返りが周壁面によって規制されて接点
１４Ａ，１５Ａとの接触が維持されるものである。図８
乃至図９は同様の技術思想の他の実施例であり、端子１
４，１５が埋設された側の壁面１２Ａに、鋼球１３が当
接する位置（中心部）から所定量偏心した位置に円柱状
の突起２３又は半球状の突起２４を突設したものである
。この構成によっても、鋼球１３の反発方向は移動空間
１２の軸方向と異なることとなって同様の効果が得られ
る。図１０は、両端子１４′，１５′の厚さを異ならせ
、各々の弾性復帰力がアンバランスとなるよう設定した
ものである。これにより、両端子１４′，１５′の弾性
力の差によって鋼球１３の跳ね返り方向が移動空間１２
の軸方向と異ることとなり、前述の実施例と同様に鋼球
１３の跳ね返りが周壁面によって規制されて接点１４Ａ
，１５Ａとの接触が維持されるものである。図１１は、
上記図７に示す実施例とは逆に、鋼球１３が移動する移
動空間１２の軸方向を端子１４，１５が埋設された側の
壁面１２Ａに対して前下がりに傾けて構成したものであ
り、これによれば鋼球１３の移動は移動空間１２の上側
壁面によって規制されて端子１４，１５及び壁面１２Ａ
に角度を持って当接することとなり、鋼球１３の跳ね返
りは下側の周壁面によって規制され接点１４Ａ，１５Ａ
との接触が維持される。又、図１２乃至図１３は、鋼球
１３が移動する移動空間１２の下側の周壁面を前下がり
に傾斜させたものであり、これによれば、当該衝突感知
センサー１０が装着される車体フレームが衝突時に於て
前下がり変形した場合には、下側の周壁面がより垂直に
近く立上り、鋼球１３の移動の反発移動を阻止して接点
１４Ａ，１５Ａとの接触を維持できる。FIG. 7 shows an embodiment of a different technical idea of the repulsive movement restricting means. This is formed by forming an inclined wall surface 12C in which the wall surface on the side where the terminals 14 and 15 are buried is tilted at a predetermined angle from a state perpendicular to the axial direction of the moving space 12 (that is, the moving direction of the steel ball 13). . According to this configuration, the rebound direction of the steel ball 13 that collides with the inclined wall surface 12C is the direction of movement of the steel ball 13 leading to the collision (the axial direction of the moving space 12) and the perpendicular line of the inclined wall surface 12C at the collision position. However, this direction is the direction of the peripheral wall of the movement space 12 and cannot be moved in that direction, and as a result, the rebound of the steel ball 13 is restricted by the peripheral wall, and the contact points 14A, 15A is maintained. Figure 8
9 to 9 show other embodiments of the same technical idea, in which the terminal 1
A cylindrical protrusion 23 or a hemispherical protrusion 24 is provided on the wall surface 12A on the side where the steel balls 13 are buried, at a position offset by a predetermined amount from the position (center) where the steel ball 13 abuts. With this configuration as well, the repulsion direction of the steel ball 13 is different from the axial direction of the moving space 12, and the same effect can be obtained. In FIG. 10, the thicknesses of both terminals 14' and 15' are made different, and the elastic return forces of each terminal are set to be unbalanced. As a result, the rebound direction of the steel ball 13 is changed to the moving space 12 due to the difference in elastic force between both terminals 14' and 15'.
The axial direction of the steel ball 13 is different from the axial direction of the contact point 14A, and the rebound of the steel ball 13 is regulated by the surrounding wall surface as in the above-mentioned embodiment.
, 15A is maintained. Figure 11 shows
Contrary to the embodiment shown in FIG. 7, the axial direction of the movement space 12 in which the steel balls 13 move is tilted forward and downward relative to the wall surface 12A on the side where the terminals 14 and 15 are buried. According to this, the movement of the steel ball 13 is regulated by the upper wall surface of the movement space 12, and the movement of the steel ball 13 is regulated by the upper wall surface of the moving space 12, and the movement of the steel ball 13 is regulated by the upper wall surface of the moving space 12, and
The rebound of the steel ball 13 is regulated by the lower peripheral wall surface, and the contact points 14A, 15A
contact is maintained. 12 and 13 show that the lower peripheral wall surface of the movement space 12 in which the steel ball 13 moves is tilted forward and downward, and according to this, the vehicle body on which the collision detection sensor 10 is mounted is When the frame deforms forward and downward during a collision, the lower peripheral wall surface stands up more vertically, preventing the reaction movement of the steel balls 13 and maintaining contact with the contacts 14A, 15A.

【００１２】図１４は、衝突感知センサー１０の内部構
造自体は上記実施例に於る反発移動規制手段を備えない
ものと同一であるが、鋼球１３が移動する移動空間１２
の軸方向を、その端子１４，１５埋設側端部を下側とし
て所定の角度水平から傾けて車体に装着することを反発
移動規制手段としたものである。衝突感知センサー１０
には、その前端側と下側に装着用のアーム１７Ａ，１７
Ｂが突設されており、図１５に示す如く車体のフロント
フレーム４０の前端部に装着される牽引用のタイダウン
フック４１の上下二箇所の取付ボルト４１Ａ，４１Ｂの
内、下側の取付ボルト４１Ｂで下側のアーム１７Ｂを共
締めすると共に、前方側のアーム１７Ａを単独でフロン
トフレーム４０に締着することにより、前述の如く移動
空間１２が端子１４，１５埋設側端部を下側として所定
の角度水平から傾けて装着されるものである。尚、図中
４２はバンパー部、４３はサスペンションクロスンメン
バである。本構成によれば、加速度の作用方向である水
平方向への鋼球１３の移動は移動空間１２の上側壁面に
よって規制されることとなって鋼球１３は移動空間１２
の上側の周壁面を転がるようにして当該移動空間１２の
軸方向に沿って前方側に移動し、その回転と重力の作用
によって鋼球１３の跳ね返り方向が移動空間１２の軸方
向と異なる（下向きとなる）こととなって鋼球１３の跳
ね返りは周壁面によって規制され、接点１４Ａ，１５Ａ
との接触が維持されるものである。又、本実施例ではそ
の機能から必然的に剛性を有するフロントフレーム４０
のタイダウンフック４１装着部に衝突感知センサー１０
を装着した為、クラッシャブルスペース４０Ａが図１６
に示す如く衝突時に於て変形して衝撃吸収しても、装着
位置乃至角度が変ったり破損したりすることによる検知
エラーの発生が防がれるものである。尚、衝突感知セン
サー１０の装着部位はタイダウンフック４１装着部に限
るものではなく、衝突時に於て車両上下方向に移動する
ことなく車両前後方向に変形する車体フレーム部位に装
着すれば良く、適宜変更可能なものである。FIG. 14 shows that the internal structure of the collision detection sensor 10 itself is the same as the one without the repulsion movement regulating means in the above embodiment, but the movement space 12 in which the steel ball 13 moves is
The repulsion movement restricting means is mounted on the vehicle body with the axial direction of the terminals 14, 15 buried side ends facing downward at a predetermined angle from the horizontal. Collision detection sensor 10
has mounting arms 17A and 17 on its front end and lower side.
As shown in FIG. 15, the lower mounting bolt is the lower mounting bolt of the two upper and lower mounting bolts 41A and 41B of the towing tie-down hook 41 that is attached to the front end of the front frame 40 of the vehicle body. 41B together with the lower arm 17B, and by fastening the front arm 17A alone to the front frame 40, the movable space 12 is created with the terminals 14, 15 buried side ends on the lower side as described above. It is installed at a predetermined angle from the horizontal. In the figure, 42 is a bumper portion, and 43 is a suspension cross member. According to this configuration, the movement of the steel ball 13 in the horizontal direction, which is the acting direction of acceleration, is regulated by the upper wall surface of the movement space 12.
The steel ball 13 moves forward along the axial direction of the moving space 12 by rolling on the upper peripheral wall surface, and due to the rotation and the action of gravity, the direction of rebound of the steel ball 13 is different from the axial direction of the moving space 12 (downward). ) Therefore, the rebound of the steel ball 13 is regulated by the surrounding wall surface, and the contact points 14A, 15A
contact is maintained. In addition, in this embodiment, the front frame 40 necessarily has rigidity due to its function.
Collision detection sensor 10 is attached to the tie-down hook 41 attachment part.
Since it is installed, the crushable space 40A is shown in Figure 16.
As shown in FIG. 2, even if the device deforms and absorbs the impact during a collision, detection errors due to changes in the mounting position or angle or damage can be prevented. The location where the collision detection sensor 10 is attached is not limited to the location where the tie-down hook 41 is attached, but may be attached to any part of the vehicle body frame that deforms in the longitudinal direction of the vehicle without moving vertically in the event of a collision. It is changeable.

【００１３】図１７は、上記の実施例で説明した導通部
材の反発方向をその移動方向からずらす技術思想を、ウ
ェイト３２が固定されたロータ３３が回転してロータ３
３に固定された接片３５が電気接点３６，３７を導通さ
せる構成の衝突感知センサーに適用した概念説明図であ
り、ロータ３３に形成した所定長さの径方向の長孔３３
Ａにウェイト３２を移動可能に装着して構成したもので
ある。本構成によれば、図中実線で示す設定状態に於て
ウェイト３２は長孔３３Ａの重力作用方向下側（即ち回
転中心寄り）に位置し、この状態から図中矢印で示す車
両進行方向にマイナスの加速度が加わると、ウェイト３
２は図中想像線で示す如くその慣性で長孔３３Ａ内を外
周方向に移動すると共にロータ３３を回転させて加速度
作用方向に移動する（図中Ｘで示す位置）。この時、ロ
ータ３３に固定された接片３５が電気接点３６，３７を
導通させ、その後、接片３５の電気接点３６，３７との
反発力がロータ３３を逆回転させるように作用するが、
この状態ではウェイト３２は長孔３３Ａの最も外側（ロ
ータ３３の外周寄り）に位置することから、ロータ３３
の慣性モーメントは初期設定位置（ウェイト３２がロー
タ３３の最も内周寄りに位置する）より大きくなってよ
り大きな回転エネルギーを必要とすると共に、反発力は
ウェイト３２を長孔３３Ａの長手方向に沿うロータ３３
の内周方向への移動に費やされることとなり、その結果
、接片３５による電気接点３６，３７の導通を維持でき
るものである。FIG. 17 shows the technical concept of shifting the direction of repulsion of the conductive member from the direction of its movement, which was explained in the above embodiment, by rotating the rotor 33 to which the weight 32 is fixed.
3 is a conceptual explanatory diagram applied to a collision detection sensor having a configuration in which a contact piece 35 fixed to a rotor 33 conducts electrical contacts 36 and 37;
A weight 32 is movably attached to A. According to this configuration, in the setting state shown by the solid line in the figure, the weight 32 is located below the elongated hole 33A in the direction of gravity (that is, near the center of rotation), and from this state, the weight 32 moves in the direction of vehicle movement shown by the arrow in the figure. When negative acceleration is applied, weight 3
As shown by the imaginary line in the figure, the rotor 2 moves in the outer circumferential direction within the elongated hole 33A due to its inertia, and also rotates the rotor 33 to move in the direction of acceleration (position indicated by X in the figure). At this time, the contact piece 35 fixed to the rotor 33 conducts the electrical contacts 36 and 37, and then the repulsive force between the contact piece 35 and the electric contacts 36 and 37 acts to rotate the rotor 33 in the reverse direction.
In this state, the weight 32 is located at the outermost side of the elongated hole 33A (near the outer periphery of the rotor 33), so the rotor 33
The moment of inertia of the rotor 33 is larger than the initial setting position (the weight 32 is located closest to the innermost circumference of the rotor 33), and requires greater rotational energy, and the repulsive force causes the weight 32 to move along the longitudinal direction of the elongated hole 33A. Rotor 33
As a result, conduction between the electrical contacts 36 and 37 by the contact piece 35 can be maintained.

【００１４】図１８は、反発移動規制手段の、更に異な
る技術思想の実施例である。本構成は、移動空間１２の
端部壁面１２Ａに、埋設された一対の端子１４，１５を
、その先端部の接点１４Ａ，１５Ａ間間隔を鋼球１３の
径より僅かに狭く設定すると共に、端子１４，１５の形
状を、該端子１４，１５と端部壁面１２Ａとの間に図中
想像線で示す如く鋼球１３を保持し得るように形成した
ものである。これにより、移動する鋼球１３は端子１４
，１５の接点１４Ａ，１５Ａに接触して両者を導通させ
た後、接点１４Ａ，１５Ａ間を通って端子１４，１５と
端部壁面１２Ａとの間に保持されることとなり、反発移
動を完全に防ぐことができる。図１９乃至図２０は上記
技術思想をウェイト３２が固定されたロータ３３が回転
してロータ３３に固定された接片３５が電気接点３６，
３７を導通させる構成の衝突感知センサーに適用した実
施例であり、本構成は、ハウジング３１の内周に、ゴム
等の弾性体で形成された逆戻り防止部材３９をウェイト
３２の移動域と僅かに干渉するよう突設し、概念構成図
である図２０に示す如くウェイト３２が逆戻り防止部材
３９を乗り越えた位置で接片３５が電気接点３６，３７
に接触して導通させるようにしたものである。これによ
り、一旦逆戻り防止部材３９を乗り越えたウェイト３２
は、その反発力による逆戻りが防止されるものである。 図２１は、電気接点３６，３７の接片３５が当接する表
面部位をその拡大断面図である図２２に示す如く凹凸状
とした係合部３６Ａ，３７Ａを設け、接片３５の先端が
係合部３６Ａ，３７Ａに係合して反発を防ぐよう構成し
たものである。FIG. 18 shows an embodiment of a further different technical idea of the repulsion movement restricting means. In this configuration, a pair of terminals 14 and 15 are buried in the end wall surface 12A of the moving space 12, and the distance between the contacts 14A and 15A at the tip thereof is set to be slightly narrower than the diameter of the steel ball 13, and the terminal The shapes of the terminals 14 and 15 are formed so that the steel ball 13 can be held between the terminals 14 and 15 and the end wall surface 12A as shown by the imaginary lines in the figure. As a result, the moving steel ball 13 moves to the terminal 14.
, 15 to bring them into contact, the terminals 14A, 15A pass between the terminals 14A, 15A and are held between the terminals 14, 15 and the end wall surface 12A, completely preventing repulsive movement. It can be prevented. FIGS. 19 and 20 illustrate the above technical concept in which a rotor 33 to which a weight 32 is fixed rotates, and a contact piece 35 fixed to the rotor 33 makes an electrical contact 36,
This is an embodiment applied to a collision detection sensor having a configuration in which the weight 37 is electrically conductive, and this configuration has a backlash prevention member 39 formed of an elastic material such as rubber on the inner periphery of the housing 31 so that the movement area of the weight 32 is slightly different from the movement range of the weight 32. As shown in FIG. 20, which is a conceptual configuration diagram, the contact piece 35 connects to the electrical contacts 36 and 37 at a position where the weight 32 has climbed over the return prevention member 39.
It is designed to conduct by contacting with. As a result, the weight 32 that has once climbed over the reverse prevention member 39
is prevented from returning due to its repulsive force. In FIG. 21, engaging portions 36A and 37A are provided in which the surface portions of the electrical contacts 36 and 37 that the contact pieces 35 come into contact with are uneven as shown in FIG. 22, which is an enlarged cross-sectional view, and the tips of the contact pieces 35 engage It is configured to engage with the mating portions 36A and 37A to prevent repulsion.

【００１５】[0015]

【発明の効果】上記の如き、本発明に係る自動車用衝突
感知センサー構造によれば、反発移動防止手段によって
導通部材の接点又は該接点が設けられた壁面での跳ね返
りを防止できる。その結果、導通部材の接点への継続接
触が可能となって加速度作用初期から信号を継続出力で
き、エアバッグシステムの作動遅れを生じさせることが
ない。As described above, according to the collision detection sensor structure for an automobile according to the present invention, it is possible to prevent the conductive member from rebounding at the contact point or the wall surface on which the contact point is provided by the repulsion movement prevention means. As a result, continuous contact with the contact point of the conductive member is possible, and a signal can be continuously outputted from the beginning of the acceleration action, without causing a delay in the operation of the airbag system.

【図面の簡単な説明】[Brief explanation of the drawing]

【図１】本発明に係る自動車用衝突感知センサー構造の
一実施例を適用した衝突感知センサーの断面図。FIG. 1 is a cross-sectional view of a collision sensor to which an embodiment of the automobile collision sensor structure according to the present invention is applied.

【図２】他の実施例の断面図。FIG. 2 is a sectional view of another embodiment.

【図３】図２の作用状態を示す部分図。FIG. 3 is a partial view showing the operating state of FIG. 2;

【図４】異なる実施例の断面図。FIG. 4 is a cross-sectional view of a different embodiment.

【図５】図４の部分斜視図。FIG. 5 is a partial perspective view of FIG. 4;

【図６】異なる実施例の断面図。FIG. 6 is a cross-sectional view of a different embodiment.

【図７】異なる実施例の断面図。FIG. 7 is a cross-sectional view of a different embodiment.

【図８】異なる実施例の断面図。FIG. 8 is a cross-sectional view of a different embodiment.

【図９】異なる実施例の断面図。FIG. 9 is a cross-sectional view of a different embodiment.

【図１０】異なる実施例の断面図。FIG. 10 is a cross-sectional view of a different embodiment.

【図１１】異なる実施例の断面図。FIG. 11 is a cross-sectional view of a different embodiment.

【図１２】異なる実施例の断面図。FIG. 12 is a cross-sectional view of a different embodiment.

【図１３】異なる実施例の断面図。FIG. 13 is a cross-sectional view of a different embodiment.

【図１４】異なる実施例の断面図。FIG. 14 is a cross-sectional view of a different embodiment.

【図１５】図１４のフレームへの装着状態を示す図。FIG. 15 is a diagram showing the state of attachment to the frame of FIG. 14;

【図１６】図１４の衝突時の状態を示す図。FIG. 16 is a diagram showing the state at the time of the collision in FIG. 14;

【図１７】ウェイトと接片が固定されたロータが回転し
て電気接点を導通させる構成の衝突感知センサーの実施
例の概念説明図。FIG. 17 is a conceptual explanatory diagram of an embodiment of a collision detection sensor in which a rotor to which a weight and a contact piece are fixed rotates to conduct electrical contacts.

【図１８】異なる実施例の断面図。FIG. 18 is a cross-sectional view of a different embodiment.

【図１９】ウェイトと接片が固定されたロータが回転し
て電気接点を導通させる構成の衝突感知センサーの実施
例の断面図。FIG. 19 is a cross-sectional view of an embodiment of a collision sensor in which a rotor to which a weight and a contact piece are fixed rotates to conduct electrical contacts.

【図２０】図１９の実施例の概念説明図。FIG. 20 is a conceptual explanatory diagram of the embodiment of FIG. 19;

【図２１】異なる実施例の概念説明図。FIG. 21 is a conceptual explanatory diagram of a different embodiment.

【図２２】図２２の実施例の部分拡大断面図。FIG. 22 is a partially enlarged sectional view of the embodiment of FIG. 22;

【図２３】従来例である自動車用衝突感知センサーの断
面図。FIG. 23 is a cross-sectional view of a conventional automobile collision sensor.

【図２４】図２３とは異なる方式の従来例である自動車
用衝突感知センサーの断面図。FIG. 24 is a cross-sectional view of a conventional automobile collision detection sensor of a different type from that shown in FIG. 23;

【図２５】図２４の概念説明図。FIG. 25 is a conceptual explanatory diagram of FIG. 24;

【図２６】従来例の信号出力状態を示す図。FIG. 26 is a diagram showing a signal output state in a conventional example.

【符号の説明】[Explanation of symbols]

１０…衝突感知センサー １２…移動空間（移動通路） １２Ａ…壁面（接点を備える壁面） １２Ｃ…傾斜壁面（反発移動規制手段）１３…鋼球（導
通部材） １４，１５…端子 １４′，１５′…端子（反発移動規制手段）１４Ａ，１
５Ａ…接点 ２０…クッション（反発移動規制手段）２１…クッショ
ン（反発移動規制手段）２２…毛状突起（反発移動規制
手段） ２３…突起（反発移動規制手段） ３０…衝突感知センサー ３２…ウェイト（導通部材） ３３…ロータ（導通部材） ３３Ａ…長孔（反発移動規制手段） ３５…接片（導通部材）10...Collision detection sensor 12...Movement space (movement path) 12A...Wall surface (wall surface with contacts) 12C...Slanted wall surface (repulsion movement regulating means) 13...Steel ball (conducting member) 14, 15...Terminals 14', 15' ...Terminal (repulsion movement regulating means) 14A, 1
5A... Contact 20... Cushion (repulsion movement regulating means) 21... Cushion (repulsion movement regulating means) 22... Ciliary projection (repulsion movement regulating means) 23... Protrusion (repulsion movement regulating means) 30... Collision detection sensor 32... Weight ( 33... Rotor (conducting member) 33A... Long hole (repulsion movement regulating means) 35... Contact piece (conducting member)

Claims (7)

【特許請求の範囲】[Claims] 【請求項１】所定の質量を有する導通部材が慣性移動す
ることにより不導通状態にある一対の接点に同時接触し
て該接点間を導通状態とすることで衝突を検知するよう
構成された衝突感知センサーに於て、前記導通部材が前
記接点に接触した後該接点から離れる方向へ反発移動す
ることを防ぐ反発移動規制手段を備えて構成したこと、
を特徴とする自動車用衝突感知センサー構造。[Claim 1] A collision configured to detect a collision by simultaneously contacting a pair of non-conducting contacts by inertial movement of a conductive member having a predetermined mass and bringing the contacts into a conductive state. The sensing sensor is configured to include a repulsive movement regulating means for preventing the conductive member from repulsively moving in a direction away from the contact after contacting the contact;
An automotive collision detection sensor structure featuring: 【請求項２】上記反発移動規制手段が、上記接点又は該
接点を備える壁面部分の反発係数を低くしたものである
こと、を特徴とする請求項１記載の自動車用衝突感知セ
ンサー構造。2. The collision detection sensor structure for an automobile according to claim 1, wherein the repulsion movement restricting means lowers the repulsion coefficient of the contact point or a wall surface portion provided with the contact point. 【請求項３】上記反発移動規制手段が、上記導通部材の
反発方向を該導通部材の移動方向とは異なる方向とする
ものであること、を特徴とする請求項１記載の自動車用
衝突感知センサー構造。3. A collision detection sensor for an automobile according to claim 1, wherein the repulsion movement regulating means sets a repulsion direction of the conductive member in a direction different from a moving direction of the conductive member. structure. 【請求項４】上記反発移動規制手段が、上記接点と上記
導通部材が係合するよう構成されていること、を特徴と
する請求項１記載の自動車用衝突感知センサー構造。4. The collision detection sensor structure for an automobile according to claim 1, wherein the repulsion movement restricting means is configured such that the contact point and the conductive member engage with each other. 【請求項５】上記導通部材が磁性体により形成されると
共に、該導通部材を移動通路内に移動可能に配置し、前
記移動通路の一方端部に配置した磁石によって前記導通
部材を前記移動通路の一方端部に吸着保持すると共に、
前記移動通路の他方端部に上記一対の接点を配置した衝
突感知センサーであって、上記反発移動規制手段が、前
記衝突感知センサーを前記接点配置側端部を下方として
前記移動通路を水平から傾けた状態で車体に固定するこ
とにより構成されていること、を特徴とする請求項３記
載の自動車用衝突感知センサー構造。5. The conductive member is formed of a magnetic material, the conductive member is movably disposed within the moving passage, and a magnet disposed at one end of the moving passage moves the conductive member into the moving passage. At the same time, it is held by suction at one end of the
The collision detection sensor has the pair of contacts disposed at the other end of the movement path, and the repulsion movement regulating means tilts the movement path from horizontal with the collision detection sensor positioned at the contact arrangement side end downward. 4. The collision detection sensor structure for an automobile according to claim 3, wherein the structure is configured by being fixed to a vehicle body in a fixed state. 【請求項６】上記衝突感知センサーが、フロントフレー
ム先端の牽引用フック部材装着部に固定されていること
、を特徴とする請求項５記載の自動車用衝突感知センサ
ー構造。6. The collision detection sensor structure for an automobile according to claim 5, wherein the collision detection sensor is fixed to a towing hook member mounting portion at the tip of the front frame. 【請求項７】上記衝突感知センサーが、衝突時に於て車
両上下方向に移動することなく車両前後方向に変形する
車体フレームに固定されていること、を特徴とする請求
項５記載の自動車用衝突感知センサー構造。7. The collision detection sensor according to claim 5, wherein the collision detection sensor is fixed to a body frame that deforms in the longitudinal direction of the vehicle without moving in the vertical direction of the vehicle during a collision. Sensing sensor structure.