• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    In a vehicle lift hood device (20), the pivoting of a second arm (50) downwardly relative to a first arm (40) is prevented by a locking mechanism (90). When a collision load F impacts the hood (10), a disabled relative pivot state of the second arm (50) downward relative to the first arm (40) is maintained by the locking mechanism (90), and a base hinge (30) undergoes bending deformation with a bead (36) as a point of origin. The hinge base (30) is deformed such that the second arm (50) and the first arm (40) move parallel to the load direction of the collision load F. Thus, the collision load F is effectively transmitted to the hinge base (30) by the second arm (50) and the first arm (40), and the hinge base (30) is deformed.
    公开号:FR3024098A1
    申请号:FR1556901
    申请日:2015-07-21
    公开日:2016-01-29
    发明作者:Yoshinori Uozumi；Masayuki Nomura
    申请人:Toyota Motor Corp；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION Technical Field [1] The present invention relates to a vehicle lift hood device which raises a rear portion of a hood. PRIOR ART [2] A vehicle liftable hood device disclosed in Japanese Patent Application Laid-Open (JP-A) No. 2009-202871 is configured comprising a second hinge portion (hinge base) attached to the vehicle body, an oscillating member (first arm) supported by the second hinge portion so as to be able to oscillate, and a fastening member (second arm) attached to a rear end portion of a hood, and supported by the oscillating member so as to be pivotable. A piston and cylinder unit (actuator) is provided on the oscillating member, and the piston of the piston and cylinder unit is connected to the fastener. The hood is lifted by the operation of the piston and cylinder unit. [3] A ring is provided on the cylinder of the piston and cylinder unit, and teeth of an annular bead formed on the piston engage the ring, thereby holding the bonnet in a raised position. When a collision load impacts the hood, the teeth of the annular bead are sheared by the ring, thereby absorbing the collision energy. [4] It should be noted that Japanese Patent No. 4410822 also discloses a vehicle lift hood device. [5] However, the vehicle lift hood device described above has the following problem. Indeed, in the vehicle lift hood device 3024098 2 described above, the collision load acts in the axial direction of the piston, and the teeth of the annular bead are sheared by the ring. Assuming, for example, that the piston was about to bend upon impact of the collision load on the bonnet, there is a risk that the piston would be unable to move back relative to the cylinder, and that the ring-shaped bead teeth are unable to be sheared. As a result, stable absorption of collision energy can not be achieved. Summary [6] In view of the above circumstances, the present invention provides a vehicle liftable hood device capable of stably absorbing crash energy. [7] A vehicle lift hood device of a first aspect of the present invention comprises: a hinge base that is attached to a vehicle body at a lower vehicle side of a rear portion of a vehicle; a cap ; a first arm which is supported by the hinge base so as to be able to pivot; a second arm which is fixed on the rear part of the hood and is supported by the first arm so as to be able to pivot; an actuating device which extends between the first arm and the second arm, and which, when operating, pivots the second arm, relative to the first arm, towards an upper vehicle side so as to lift the hood in a raised position; a locking mechanism which prevents the second arm from pivoting relative to the first arm to the lower vehicle side after operation of the actuating device, and which maintains a state in which the second arm is prevented from pivoting relative to the first arm; arm when a specific collision load has acted on the hood from the upper side of the vehicle; and a deflection point of origin portion which is formed at the hinge base, and which acts as a deformation point of the hinge base when the specific collision load has acted on the hood from the top of the vehicle. [8] In the first-aspect vehicle lift hood device, the hinge base attached to the vehicle body is provided on the lower vehicle side of the rear part of the hood. In the hinge base, the first arm is supported so as to be able to pivot, and the first arm supports the second arm, fixed on the rear part of the hood, so as to be able to pivot. The actuator extends between the first arm and the second arm. [9] When the actuating device is actuated, the second arm is pivoted towards the upper vehicle side relative to the first arm, so as to raise the hood in the raised position. When this occurs, the second arm is prevented from pivoting towards the lower vehicle side relative to the first arm by the locking mechanism. The hood is thus retained in the raised position. [0010] When the specific collision load has acted on the hood from the upper side of the vehicle, a state is maintained by the locking mechanism in which the second arm is prevented from pivoting with respect to the first arm. The deformation point of origin portion is formed on the hinge base, and the hinge base deforms with the deformation origin point portion as a point of origin when the specific collision load has acted on the hinge base part. hood from the top of the vehicle. That is, since the second arm is prevented from pivoting with respect to the first arm by the locking mechanism, the hinge base deforms so that the second arm and the first arm move in parallel. to the collision load direction. The collision load is thus effectively transmitted to the hinge base by the second arm and the first arm, and the hinge base is deformed by the collision load. Collision energy is thus absorbed, and an input load (reaction force) on the collision body is reduced. In the first aspect, a configuration is such that the collision load is efficiently transmitted to the hinge base by the second arm and the first arm, and the hinge base is deformed with the deformation origin point portion. as a point of origin. This allows a stable collision energy absorption compared to cases in which annular bead teeth of a piston are sheared to absorb collision energy using a collision load acting in the axial direction of the piston. as in the prior art. [0011] A vehicle lift hood device of a second aspect of the present invention is a device according to the first aspect, wherein the deformation point of origin portion is a bead extending along the length of the vehicle. a direction perpendicular to a load direction of the specific collision load in a side view. In the vehicle lift hood device of the second aspect, the deflection point of origin portion is the bead, and the bead extends along the direction perpendicular to the load direction of the load. specific collision in side view. This allows the hinge base to effectively withstand bending deformation with the location of the bead 3024098 as a point of origin when the specific collision load has impacted the bonnet. Configuring the deflection point of origin portion in the form of a bead allows the force of the hinge base to be ensured. This allows the hood to be supported by the hinge base during normal opening and closing of the hood. A liftable vehicle hood device of a third aspect of the present invention is a device 10 according to the first aspect or the second aspect, wherein a rear end portion of the first arm is supported by the hinge base. so as to be able to pivot, a front end portion of the second arm is supported by a leading end portion of the first arm so as to be pivotable, the actuating device connects together an intermediate steering portion. front-rear of the first arm vehicle (40) and a rear end portion of the second arm, and the locking mechanism is provided at the actuating device 20 so that the second arm is prevented from pivoting, by relative to the first arm, towards the lower vehicle side by the actuating device after operation of the actuating device. In the vehicle lift hood device 25 of the third aspect, the first arm, the second arm, and the actuating device are connected together in a triangular shape. The locking mechanism is provided on the actuating device, so that the second arm is prevented from pivoting towards the lower vehicle side with respect to the first arm by the actuating device. The first arm, the second arm, and the actuating device thus configure a frame structure. This allows the collision load entered on the hood to be much more efficiently transmitted to the hinge base by the frame structure. [0014-2] A vehicle lift hood device of a fourth aspect of the present invention is a device according to the third aspect, wherein the actuating device comprises a cylinder, a piston rod which is housed in the housing. inside the cylinder, and the locking mechanism. An open portion is provided at a lower portion of the barrel, a head portion is attached to an inner circumferential portion of the open portion, a first lock groove portion that configures the lock mechanism extends along a circumferential direction of the head portion at an inner circumferential portion of the head portion, and the first locking groove portion has a shape which is open to a radially inward direction of the cylinder. A locking ring, which configures the locking mechanism, is disposed within the first blocking groove portion. A second locking groove portion 20, which configures the locking mechanism, is formed at an upper end side of an outer circumferential portion of the piston rod, the second locking groove portion being open to an outer radially extending side of the piston rod and extending along a circumferential direction of the piston rod. [0014-3] In the vehicle lift hood device of the fourth aspect, the locking mechanism is configured by the first locking groove portion provided on the actuator cylinder, the locking ring disposed at the inside the first blocking groove portion, and the second blocking groove portion provided on the piston rod. The armature structure formed by the first arm, the second arm, and the actuator 3024098 is held by the locking mechanism, and the second arm is prevented from pivoting to the lower side relative to the first arm. This allows the collision load that impacts the hood to be transmitted much more efficiently to the hinge base by the frame structure. [0014-4] A vehicle lift hood device of a fifth aspect of the present invention is a device according to the fourth aspect, wherein the locking ring 10 is formed in a circular ring shape of which part is open, and is capable of elastically deforming in its own radial direction; and in a non-actuated state of the actuating device, the locking ring undergoes elastic deformation towards an outer radial direction from a natural state in which the locking ring is not elastically deformed, and the ring The locking member is located within the first locking groove portion in an abutting state against the outer circumferential portion of the piston rod. The configuration is such that, when the hood has been raised to the raised position, the first block locking groove portion is disposed at an outer radial direction side of the actuator relative to the second 25 of the locking groove portion of the piston rod, and the locking ring is elastically deformed towards the radially inner side and enters the second locking groove portion. The locking ring is thus clamped in a substantially up-down direction between the first blocking groove portion and the second blocking groove portion so as to prevent the cylinder from retreating in the lower direction. [0014-5] In the vehicle lift hood device of the fifth aspect, when the hood has been lifted up to the raised position, the first block locking groove portion is disposed at the steering outer side radial of the actuating device with respect to the second locking groove portion of the piston rod, and the locking ring enters the second locking groove portion. The locking ring is thus clamped in the substantially up-down direction between the first blocking groove portion and the second blocking groove portion so as to prevent the cylinder from moving back in a lower direction. Since the armature structure configured by the first arm, the second arm, and the actuator is thus maintained even when the collision load has entered the hood hinge, the collision load is effectively transmitted to the base. hinge through the frame structure. Advantageous Effects of the Invention [0015] The vehicle lift hood device of the first aspect provides stable absorption of collision energy. The liftable vehicle hood device of the second aspect allows the hinge base to effectively withstand bending deformation with the location of the bead as a point of origin, and also allows the hood to be supported by the hinge base during normal opening and closing of the hood. [0017] The vehicle lift hood device of the third aspect allows the collision load entering the hood to be transmitted much more efficiently to the hinge base. Brief Description of the Drawings Embodiments of the present invention will be described in detail on the basis of the following figures, in which: FIG. 1 is a side view viewed from the inside width direction of the vehicle, illustrating a state after operation of a lift mechanism section configuring a vehicle lift hood device according to an exemplary embodiment; Fig. 2 is a side view viewed from the vehicle width direction interior, illustrating a state prior to operation of the lift mechanism section illustrated in Fig. 1; Figure 3 is a plan view illustrating an overall configuration of a vehicle lift hood device according to the present exemplary embodiment; Fig. 4A is a cross-section illustrating the interior of the actuator illustrated in Fig. 2, and Fig. 4B is a cross-section illustrating a state after operation of the actuator illustrated in Fig. 4A; Fig. 5 is a side view illustrating a first state of deformation of a hinge base when a head impact member 20 has collided with the hood shown in Fig. 1; Fig. 6 is a side view illustrating a state after deformation of the hinge base shown in Fig. 5; and Fig. 7 is a graph for explaining a relationship between a stroke of a head impactor and acceleration when a head impactor collided with the hood shown in Fig. 1. Description DETAILED DESCRIPTION OF THE INVENTION [0019] An explanation follows concerning a vehicle liftable hood device 20 according to an exemplary embodiment, with reference to the drawings. It should be noted that, in the drawings, the FRONT arrow indicates the vehicle front side of a vehicle (automobile) V 3024098 10 applied with the vehicle luffing hood device 20, the RIGHT arrow indicates the right side of the vehicle ( one side of vehicle width direction), and the UP arrow indicates the top side of the vehicle, as appropriate. In what follows, an explanation by simply referring to the forward and backward directions, up and down, and left and right refers to front and rear in the vehicle front-rear direction, up and down in the up-down direction of vehicle, and left and right 10 of the vehicle (when looking forward), unless otherwise indicated. As illustrated in FIG. 3, the vehicle liftable hood device 20 is configured with a pair of left and right lifting mechanism sections 15 provided on a hood 10 which opens and closes an engine compartment (FIG. drive unit chamber) ER of vehicle V, as appropriate parts. The lift mechanism sections 22 are respectively disposed at two vehicle width direction end portions of a rear portion of the hood 10, and are configured with a left-right symmetry relative to one another. 'other. An explanation therefore follows about the lifting mechanism section 22 disposed at the right side, and an explanation regarding the lifting mechanism section 22 disposed on the left side is omitted. As illustrated in FIG. 1 and FIG. 2, the lift mechanism section 22 includes a hood hinge 24 which supports the hood 10 so as to allow opening and closing, an actuating device. 60 which is actuated in the event of a collision between the vehicle and a pedestrian, and an electronic control unit (ECU) 100 (see FIG. 3) which controls the operation of the actuating device 60.
    [0002] An explanation follows first about hood 10, and then about configurations of each of the above components.  The cover 10 is configured comprising an outer hood panel 12 configuring a decorative face disposed outside the vehicle V, and an inner cover panel 14 which is disposed on the ER engine compartment side and reinforces the panel Hood exterior 12.  End portions of both panels are joined together by crimping.  In a state in which the engine compartment ER is closed by the hood 10 (the state shown in Fig. 2), a front end portion of the hood 10 is secured to the vehicle body by a hood latch, not shown. in the drawings.  A bulge portion 14A is formed on a rear end side (back side of portion) of the hood inner panel 14.  The bulge portion 14A is bulged to the lower side (the engine compartment side ER) with respect to the hood inner panel 14, and extends along the vehicle width direction.  A bottom wall 14B of the bulge portion 14A is disposed substantially parallel to the hood outer panel 12 in a side sectional view.  A pair of weld nuts WN, for fixing the hood hinge 24, described below, is respectively provided on an upper face of the bottom wall 14B at the two end portions of the housing. vehicle width direction of the hood 10.  Insertion holes, not shown in the drawings, corresponding to weld nuts WN, are formed by drilling through the bottom wall 14B, and the insertion holes are arranged coaxially with the WN weld nuts.  Hood hinge 24 3024098 12 The hood hinge 24 is configured comprising a hinge base 30 attached to the vehicle body, a first arm 40 connected to the hinge base 30 so as to be able to pivot, and a second arm 50 fixed on the hood 10.  The hinge base 30 is made of sheet steel, and is folded into a substantially inverted L shape, in a front view of the vehicle.  A lower end portion of the hinge base 30 forms a fastening wall portion 32, and the fastening wall portion 32 extends along the front-back direction along an upper face portion. 16A of a hood upper side 16, the latter being a vehicle body side configuration member, with its plate thickness direction substantially along the up-down direction.  The hood top side 16 is provided on both sides of a hood extending along the vehicle width direction between a rear end side of the hood 10 and a lower end glass portion of the hood. -broken.  A pair of fastening holes, not shown in the drawings, is formed by piercing through the fastening wall portion 32, fastening bolts B1 are inserted into the fastening holes, and the wall portion 32 is fixed on the upper face portion 16A by the bolts B1.  [0026] The hinge base 30 includes a sidewall portion 34, and the sidewall portion 34 extends from an inner vehicle width direction end of the attachment wall portion 32 to the upper side.  The side wall portion 34 is formed with a substantially V-shaped profile diagonally open upwardly in a side view seen from the vehicle width direction to the inside.  More specifically, the sidewall portion 34 is configured comprising a base portion 34A extending along the forward-backward direction along the attachment wall portion 32 at a lower portion of the portion of the side wall 34, and a support portion 34B extending from a rear end portion of the base portion 34A to the upper side.  The first arm 40 is disposed within the vehicle width direction of the hinge base 30, and is formed in a substantially rectangular plate shape with its length direction along the forward direction. back in the side view.  A rear end portion of the first arm 40 is hingedly connected to an upper end portion of the support portion 34B of the hinge base 30 through a first hinge axis P1 which has its axial direction on the along the vehicle width direction.  The first arm 40 is thus configured to be pivotable in the up-down direction (the arrow direction A and the arrow direction B in Fig. 1 and Fig. 2) relative to the hinge base 30 around the first hinge pin Pl.  [0028] A lower-side coupling shaft 42, for coupling to the actuating device 60, described later, is provided in one piece at a front-to-back intermediate portion of the first arm 40 .  The lower-side coupling shaft 42 is formed in a substantially circular pillar form, and protrudes outwardly from the first arm 40 towards the vehicle width directional interior.  The second arm 50 is disposed within the vehicle width direction of the first arm 40, and extends substantially along the front-rear direction.  More specifically, the second arm 50 comprises a side wall portion 52 disposed substantially parallel to the first arm 40.  A front end portion of the side wall portion 52 is hingedly connected to a leading end portion of the first arm 40 through a second hinge axis P2 which has its axial direction along the direction of rotation. vehicle width.  The second arm 50 is thus configured to be pivotable in the up-down direction (arrow direction C and arrow direction D in Fig. 1 and Fig. 2) relative to the first arm 40 about the second axis. P2 hinge.  It should be noted that the second arm 50 is connected to the first arm 40 by a shear pin 58, and a pivoting of the second arm 50 relative to the first arm 40 is prevented when the actuating device 60, described later, is in a non-actuated state.  The second arm 50 comprises a crown wall portion 54.  The crown wall portion 54 extends from an upper end of the side wall portion 52 toward the vehicle width direction therein, and extends along the front-rear direction of the hood 10 along a lower face of the bulge portion 14A of the hood 10.  Fixing holes, not shown in the drawings, are formed by punching through the crown wall portion 54 in positions facing the previously described WN solder nuts.  Hinge bolts B2 are inserted into the attachment holes and into the insertion holes of the bulge portion 14A from the bottom side and screwed with the WN weld nuts, which secures the crown wall portion 54 to the bulge portion 14A.  The hinge base 30 and the cover 10 (its bulge portion 14A) are therefore connected together by the second arm 50 and the first arm 40.  An upper-side coupling shaft 56, for coupling to the actuating device 60, described below, is provided in one piece on a rear end portion of the wall portion. lateral 52 of the second arm 50.  The upper-side coupling shaft 56 is formed in a substantially circular pillar shape, and protrudes outwardly from the vehicle width-direction-side sidewall portion 52.  Actuator 60 The actuator 60 is disposed at the vehicle width direction interior of the second arm 50 and extends between a rear end portion of the second arm 50 and the second arm 50. intermediate portion of the front-to-rear direction of the first arm 40.  That is, the actuating device 60 tilts towards the rear side towards the upper side in side view.  As illustrated in FIG. 4A and FIG. 4B, the actuating device 60 comprises a cylinder 62, a piston rod 70 housed inside the cylinder 62, and a locking mechanism 90.  The cylinder 62 is formed in a substantially circular tube shape provided with an open bottom towards the lower side.  A cylinder coupling portion 64 is provided integrally at an upper end portion of the cylinder 62, and a top-side coupling hole 66 is formed by piercing the cylinder coupling 64 in the vehicle width direction.  The upper-side coupling shaft 30 of the second arm 50 is inserted inside the upper-side coupling hole 66, and the upper end portion of the cylinder 62 is connected to the second arm 50 so as to be able to pivot by the second arm 50 (see Figure 1 and Figure 2).  A head portion 68 is provided at an open portion of the cylinder 62.  The head portion 68 is formed in a substantially circular tube shape, and is attached to an inner circumferential portion of the cylinder 62.  As shown in FIG. 4A, a first locking groove portion 92, configuring the locking mechanism 90, is formed on an inner circumferential portion of the head portion 68.  The first locking groove portion 92 extends around the circumferential direction of the head portion 68, and is formed around the entire circumference of the head portion 68.  The first blocking groove portion 92 is formed with a substantially U-shaped inwardly radially inward cross section of the cylinder 62.  More specifically, in a sectional view, the first locking groove portion 92 is configured including a bottom face 92A disposed along the axial direction of the cylinder 62, an upwardly inclined face 92b inclined toward an end side upper cylinder 62 when advancing from an upper end of the lower face 92A radially inwardly of cylinder 62, and a downwardly inclined face 92C inclined to a lower end side of cylinder 62 when progressing from a lower end of the lower face 92A radially inwardly of the cylinder 62.  A locking ring 94, configuring the locking mechanism 90, is disposed inside the first blocking groove portion 92.  The locking ring 94 is formed of wire with a circular cross section, and is formed into a circular ring shape of which part is open.  That is, the locking ring 94 is formed with a substantially C-shaped profile.  The locking ring 94 is configured to be resiliently deformable in its own radial direction.  The locking ring 94 undergoes radially outwardly elastic deformation from a natural state (a state in which the locking ring 94 has not undergone elastic deformation), and is housed within the first locking groove portion 92 in an abutting condition against an outer circumferential portion of the piston rod 70, described below.  The piston rod 70 is formed in a substantially circular pillar shape, and is arranged coaxially with the cylinder 62.  Part of the piston rod 70 excluding a lower end portion is housed inside the cylinder 62.  The piston rod -70 includes a shaft outer circumferential member 72 configuring the outer circumferential portion of the piston rod 70, and the outer circumferential rod member 72 is formed in a substantially circular tube shape.  A substantially circular pillar-shaped gas micro-generator 74 is inserted into an upper end portion of the outer circumferential rod member 72, and a lower end of the gas micro-generator 74 is connected to a beam bundle. cables 76.  The gas micro-generator 74 is thus electrically connected to the electronic control unit 100, described later, by the cable bundle 76, and the gas micro-generator 74 operates under the control of the control unit. 100 electronic.  When the gas micro-generator 74 is actuated, gas generated by the micro-gas generator 74 is delivered inside the cylinder 62.  The cable bundle 76 extending out of the lower end of the gas micro-generator 74 is directed within the outer circumferential rod member 72, and exits outwardly through a lower end portion of outer circumferential rod member 72.  The interior of the outer circumferential rod member 72 is filled with a resin material, and the wire bundle 76 and the outer rod circumferential member 72 are formed as an integral unit.  [0037] A lower-side coupling hole 78 is formed by piercing right through the vehicle width direction at the lower end portion of the piston rod 70.  The lower side coupling shaft 42 of the first arm 40 is inserted into the lower side coupling hole 78, and the lower end portion of the piston rod 70 is connected to the first arm 40 of the lower arm to be able to pivot relative to the first arm 40 (see Figure 1 and Figure 2).  A large diameter portion 80, which protrudes radially outwards, is formed on the upper end portion of the outer circumferential rod member 72, and an outer diameter dimension of the Large diameter 80 is provided slightly smaller than an inner diameter dimension of cylinder 62.  A seal groove portion 80A is formed at an outer circumferential portion of the large diameter portion 80.  The seal groove portion 80A is open radially outwardly of the piston rod 70, extends around the circumferential direction of the large diameter portion 80, and is formed around the circumference complete part of large diameter 80.  An O-ring 82, configured in rubber or equivalent material, is disposed within the seal groove portion 80A, and the O-ring 82 seals between the piston rod 70 and the cylinder 62.  A second blocking groove portion 96, 5 configuring the lock mechanism 90, is formed on an outer circumferential portion of the outer circumferential rod member 72, at a position of the piston rod 70 on the side of a lower end of the large diameter portion 80.  The second locking groove portion 96 is open radially outwardly of the piston rod 70, extends around the circumferential direction of the piston rod 70, and is formed around the complete circumference of the piston ring 70. piston rod 70.  More specifically, in a sectional view, the second locking groove portion 96 is configured comprising a bottom face 96A disposed along the axial direction of the piston rod 70, an upper face 96B extending from one end upper side of the lower face 96A radially outwardly of the piston rod 70, and a downwardly inclined face 96C inclined towards a lower end side of the piston rod 70 when advancing from one end bottom of the lower surface 96A radially outwardly of the piston rod 70.  When the micro-gas generator 74 operates, gas generated by the micro-gas generator 74 is delivered inside the cylinder 62, and the cylinder 62 is lifted along the axial direction of the device. actuation 30 60 due to a pressure of the gas inside the cylinder 62.  The configuration is such that the second arm 50 thus pivots from an initial position shown in Figure 2 to the upper side (the direction of the arrow C in Figure 2) relative to the first arm 40, and the hood 302 is raised to a raised position (the position shown in Figure 1).  It should be noted that when this occurs, the first arm 40 pivots from the initial position shown in FIG. 2 to the upper side (the arrow direction A in FIG. 2) relative to the hinge base 30.  As illustrated in FIG. 4B, when the hood 10 has been raised to the raised position, the first locking groove portion 92 of the cylinder 62 is disposed radially outwardly of the actuating device. 60 with respect to the second locking groove portion 96 of the piston rod 70.  When this occurs, the locking ring 94 undergoes an inwardly radial elastic deformation and between the second blocking groove portion 96.  The locking ring 94 is thus clamped in the up-down direction between the upwardly inclined face 92B of the first locking groove portion 92 and the downwardly inclined face 96C of the second locking groove portion 96, and The cylinder 62 is thus prevented from withdrawing towards the lower direction.  That is, the locking mechanism 90 of the actuator 60 is configured to prevent the second arm 50 from pivoting to the lower side (the arrow direction D in FIG. 1) relative to the first arm 40.  This state is hereinafter referred to as "Relative Swing State Disabled".  [0042] It should be noted that the hood hinge 24 described above is essentially a hinge component intended to support the hood 10 so as to allow opening and closing relative to the vehicle body.  That is, in the non-actuated state of the actuator 60, the second arm 50 is prevented from pivoting relative to the first arm 40 by the shear pin 58, and the first arm 40 3024098 21 pivots around the first axis of hinge Pl when the engine compartment ER is opened and closed by the cover 10.  Electronic control unit 100 As illustrated in FIG. 3, the electronic control unit 100 controls the operation of the actuating device 60.  The electronic control unit 100 is connected to the gas micro-generator 74 of the actuator 60, and is also electrically connected to a collision detector sensor 102 and a collision forecast sensor (not shown in FIGS. drawings).  The collision detector sensor 102 is disposed along a front bumper reinforcement face (not shown in the drawings) of a front bumper FB 15 disposed at a section of a bumper. front end of vehicle V.  The collision sensor 102 is configured comprising a substantially elongate shaped pressure tube 102A with its length direction along the vehicle width direction, and pressure detectors 102B which provide signals to the sensor unit. electronic control 100 according to a pressure change inside the pressure tube 102A.  In the case of a collision between the front bumper FB and a collision body such as a pedestrian, the pressure tube 102A is crushed, thus changing the pressure inside the pressure tube 102A, and signals are supplied to the electronic control unit 100 as a function of the change in pressure within the pressure tube 102A.  It should be noted that a configuration using a pressure chamber or fiber optics can be applied as a collision detector sensor 102. The collision forecast sensor is configured, for example, by a stereoscopic camera. 3024098 22 provided in the vicinity of the center, in the direction of vehicle width, an upper portion of the windshield glazing, and a millimeter-wave radar provided on the rear side of vehicle of a radiator grille of the vehicle, which measures a distance to a collision body, the relative speed of the vehicle V and the collision body, OR equivalent.  The electronic control unit 100 calculates a collision load on the basis of the output signals of the previously described pressure sensors 102B, and calculates a collision rate based on the output signals of the collision forecast sensor. .  The electronic control unit 100 derives an effective mass of the collision body from the calculated collision load and collision velocity, determines whether the effective mass exceeds a threshold value, and decides whether the collision body which hitting the vehicle V is a pedestrian, or an object other than a pedestrian (for example, a road obstacle such as a roadside marker or a traffic sign).  The configuration is such that the actuating device 60 is actuated by the electronic control unit 100 when the electronic control unit 100 decides that the collision body which strikes the vehicle V is a pedestrian.  [0047] An explanation follows about a bead 36, serving as a "deformation point of origin", which is a relevant part of the present invention.  As illustrated in FIG. 1 and FIG. 2, the bead 36 is formed at a lower end portion of the support portion 34B of the side wall portion 34 of the hinge base 30.  That is, the bead 36 is disposed on the underside of the first hinge axis P1 connecting together the hinge base 30 and the first arm 40.  The bead 36 protrudes 30 from the hinge base 30 outward in a vehicle width direction, extends in a straight line shape in side view, and is inclined towards the upper side as it travels towards the vehicle. back side.  In the side view, the bead 36 extends along a direction perpendicular to a load direction (direction of action) of a collision load F, described below.  An explanation follows concerning the collision load F.  The collision load F is established on the basis of a pedestrian head protection performance test specified in the Japan New Car Assessment Program (JNCAP).  That is, as shown in FIG. 1, the collision load F is an acting load (input) on the hood 10 when a head impact element I, which is a body of collision modeling the head of an adult or a child, is caused to collide with the hood 10 using test equipment (not shown in the drawings).  [0049] More specifically, when the pedestrian falling on the hood 10 is considered to be an adult, a collision angle α1 of the head impact element I (the latter being the angle of the direction of input of the head impact element I with respect to a reference line L extending along the front-to-back direction, and corresponding to the load direction of the collision load F) is set to 65 °, the mass of the head impact element I is set at 4.5 kg, and the collision speed of the head impact element I is set at 35 km / h as performance test conditions pedestrian head protector.  When the pedestrian falling on the hood 10 is considered to be a child, the collision angle α1 of the head impact element I is set at 50 °, the mass of the head impact element I is established at 3.5 kg, and the collision speed of the I 3024098 24 head impact element is set at 32 km / h as pedestrian head protection performance test conditions.  An angle of inclination a2 of the bead 36 relative to the reference line L is therefore established at an angle of 25 ° (considering an adult pedestrian), or 40 ° (considering a child pedestrian) .  The angle of inclination a2 is set according to different vehicle characteristics.  For example, the angle of inclination a2 is set at 25 ° in vehicles in which the front-rear length of the front end section of the vehicle (the hood 10) is comparatively long, and the angle of tilt a2 is set at 40 ° in vehicles in which the front-rear length of the front end section of the vehicle 15 (the hood 10) is comparatively short.  It should be noted that in this exemplary embodiment, the angle of inclination a2 of the bead 36 is set to 25 °.  The configuration is such that when the collision load F has entered the hood 10 which has been raised to the raised position, the hinge base 30 undergoes bending deformation with the location of the bead 36. as a point of origin.  The locking load of the locking mechanism 90 (of the actuating device 60) is provided so as to maintain the second arm 50 in the deactivated relative pivoting state relative to the first arm 40 when the collision load F has entered on the hood 10.  That is, the cylinder 62 is prevented from retracting with respect to the piston rod 70, even when the collision load F has entered the hood 10.  An explanation follows regarding the operation and advantageous effects of the present exemplary embodiment.  When the vehicle lift hood device 20 is in the non-actuated state, the hood 10 is disposed in a closed position, and the engine compartment ER is closed by the hood 10 (see illustrated hood 10). 5 in Figure 2).  When the vehicle V collides face with a collision body such as a pedestrian while in this state, the collision with the collision body is detected by the collision sensor 102, and signals are delivered. by the collision sensor sensor 102 to the electronic control unit 100.  When this occurs, the electronic control unit 100 decides whether the collision body hitting the vehicle V is a pedestrian, or an object other than a pedestrian (for example, a road obstacle such as a dashboard). of the road or an indicator panel), based on the signals of the collision sensor sensor 102 and the collision forecast sensor.  If the electronic control unit 100 decides that the collision body striking the vehicle V is a pedestrian, the vehicle lift hood device 20 is actuated by the electronic control unit 100.  During the operation of the vehicle liftable hood device 20, the gas micro-generator 74 of the actuating device 60 is actuated under the control 25 of the electronic control unit 100, and gas is delivered to the inside the cylinder 62 of the actuating device 60.  When gas is delivered into the cylinder 62, the cylinder 62 moves (rises) along the axial direction to the upper side along the axial direction of the actuator 60, due to the pressure of the gas inside the cylinder 62.  The cylinder 62 therefore raises the rear end portion of the second arm 50, and the rear end portion of the hood 10 is raised to the raised position (see FIG. 1).  When this occurs, the shear pin 58 breaks, the second arm 50 pivots toward the upper side with respect to the first arm 40, and the first arm 40 pivots towards the upper side with respect to the hinge base 30.  When the hood 10 has been raised to the raised position, the first locking groove portion 92 of the cylinder 62 is disposed radially outwardly from the actuating device 60 relative to the second portion. locking groove 96 of the piston rod 70.  The locking ring 94 undergoes inwardly radial elastic deformation and enters the second blocking groove portion 96.  The locking ring 94 is thus clamped in the up-down direction between the upwardly inclined face 92B of the first locking groove portion 92 and the downwardly inclined face 96C of the second locking groove portion 96. and the cylinder 62 is thus prevented from moving back towards the lower direction with respect to the piston rod 70 (see FIG. 4B).  The second arm 50 is thus prevented from pivoting towards the lower side relative to the first arm 40 by the locking mechanism 90, and the cover 10 is held in the raised position.  [0056] Then, in the state in which the hood 10 has been raised in the raised position, when the specific collision load F has entered from the upper side to the hood 10 (when the impact element of head I hits the hood 10), the collision load F has entered the hood hinge 24 through the hood 30 10.  It should be noted that, when the specific collision load F has entered the cover 10, the deactivated relative pivoting state of the second arm 50 with respect to the first arm 40 is maintained by the locking mechanism 90. .  Thus, when the collision load F acts on the hood 10, the collision load F is efficiently transmitted to the hinge base 30 via the second arm 50 and the first arm 40.  More specifically, in the state in which the hood 10 has been raised to the raised position, as illustrated by the double dashed lines in FIG. 1, the first arm 40, the second arm 50 and the actuating device 60 are connected together in a triangular shape.  As described above, the second arm 50 is prevented from pivoting to the lower side with respect to the first arm 40 by the locking mechanism 90 in this state.  The first arm 40, the second arm 50, and the actuator 60 thus configure a frame structure.  Since the armature structure configured by the first arm 40, the second arm 50, and the actuating device 60 is maintained even when the collision load F has entered the hood hinge 24, the load of collision F is effectively transmitted to the hinge base 30 by the frame structure.  It should also be noted that the bead 36 is formed on the hinge base 30, and that the hinge base 30 is deformed with the bead 36 as a point of origin when the specific collision load F has entered the hinge base 30. the hood 10.  That is, as shown in FIG. 5, the hinge base 30 begins to undergo flexural deformation with the location of the bead 36 as a point of origin, so that the first arm 40, the second arm 50, and the actuator 60 move parallel to the load direction of the collision load F, while maintaining the armature structure.  The hinge base 30 then undergoes bending deformation, and the first arm 40, the second arm 50, and the actuating device 60 move parallel to the load direction of the collision load F. to the position shown in Figure 6 while maintaining the frame structure, so that the upper end portion of the support portion 34B of the hinge base 30 is moved to the position illustrated in Figure 6.  The collision energy is thus absorbed, and the input load (reaction force) on the head impact element I (the head of a pedestrian) is reduced.  In the present exemplary embodiment, the configuration is such that the collision load is efficiently transmitted to the hinge base 30 by the second arm 50 and the first arm 40, and the hinge base 30 is deformed with the bead 36 as a point of origin.  This allows a stable absorption of collision energy, compared to cases in which annular bead teeth of a piston 20 are sheared to absorb collision energy using a collision load acting in the axial direction. piston, as in the prior art.  In this exemplary embodiment, the configuration is such that collision energy is absorbed by deforming the hinge base 30.  This allows the structure of the actuating device 60 to be simplified compared to the prior art, and therefore avoids an increase in the cost of the actuator 60.  The vehicle lift cowl device 20 of the present exemplary embodiment also enables collision energy to be absorbed at an early stage.  An explanation follows on this point, with the comparison of a hood hinge of a comparative example using the graph of FIG. 7.  The graph of FIG. 7 is a graph illustrating the acceleration of the head impact element I when the head impactor I struck the hood 10.  The horizontal axis represents the stroke of the head impact element I, and the vertical axis represents the acceleration of the head impact element I.  Data for the comparative example is represented by the double dotted line, and data for the present exemplary embodiment is represented by the solid line.  The hood hinge of the comparative example is a hood hinge with the second arm 50 of the present invention omitted.  More specifically, a hinge arm corresponding to the first arm 40 of the present invention is attached to the rear end portion of the hood 10, and the hinge arm is supported so as to be able to pivot about a base of the hood. hinge.  In the hood hinge of the comparative example, the configuration is such that the actuator 60 of the present invention is also omitted (i.e. there is no mechanism provided for lift the cover 10), and the hinge base deforms when the collision load F has entered the hinge base.  In the Comparative Example, when the head impactor I strikes the hood outer panel 12, the hood outer panel 12 deforms, and the head impact member I and the panel Hood exterior 12 both touch the inner hood panel 14.
    [0003] A peak value thus appears in the acceleration of the head impact element I (see "a" illustrated in FIG. 7). The cover 10 of the comparative example is supported by the hinge arm so as to be able to pivot about the hinge base, so that the cover 10 and the head impact member I pivot to the lower side around the front end of the hood 10 at a substantially equal speed (see the "b" illustrated in Figure 7). Then, when the hinge arm is prevented from pivoting due to the hinge arm striking the vehicle body or the like, the collision load F is transmitted to the hinge base, and the hinge base is deformed. A second peak value therefore appears in the acceleration of the head impact element I (see "c" shown in FIG. 7). That is, in the comparative example, the hinge arm pivots relative to the hinge base once the head impact member I has collided with the hood 10, such as so that the stroke of the head impact member I until the collision load F is transmitted to the hinge base is increased. The stroke of the head impact element I until the hinge base absorbs the collision energy is thus lengthened. On the contrary, in the present exemplary embodiment, when the head impact member I collides with the hood outer panel 12, the hood outer panel 12 deforms, and the head impact member I and the hood outer panel 12 both clash with the hood inner panel 14 in a manner similar to that described above. A peak value thus appears in the acceleration of the head impact element I (see "a" illustrated in Figure 7). Then, since the armature structure is configured by the first arm 40, the second arm 50, and the actuator 60 as previously described, the first arm 40, the second arm 50, and the first arm The actuation 60 attempts to move parallel to the load direction of the collision load F, while maintaining the armature structure. The collision load F is thus transmitted to the hinge base 30, and the hinge base 30 is deformed. A second peak value thus appears in the acceleration 5 of the head impact element I (see "d" illustrated in FIG. 7). Thus, in the present exemplary embodiment, the collision load F is transmitted to the hinge base 30 at an earlier stage, and the deformation of the hinge base 30 begins at an earlier stage than in the comparative example. This allows the stroke of the head impact element I to be decreased, and allows collision energy absorption at an early stage. In addition, in the present exemplary embodiment, the bead 36 extends along a direction perpendicular to the load direction of the specific crash load F in side view. This allows the hinge base 30 to effectively withstand bending deformation at the location of the bead 36 when the collision load F has entered the bonnet 10. [0068] In addition, the part which is the point of The origin of deformation of the hinge base 30 is formed by the bead 36. This allows the collision energy to be absorbed by the hinge base 30, without reducing the strength of the hinge base 30. This is that is, for example, forming holes or the like in the hinge base 30 instead of the bead 36 would allow deformation of the hinge base 30 with the hole portion as a point of origin; however, in this case, the resistance of the hinge base 30 would be reduced. There would therefore be a risk that the support performance of the cover 10 by the hinge base 30 during normal opening and closing of the cover 10 is reduced. On the contrary, in the present exemplary embodiment, the deforming point of origin portion of the hinge base 30 is configured by the bead 36, thus avoiding to reduce the strength of the hinge base. 30. This makes it possible to support the cover 10 by the hinge base 30 during normal opening and closing of the cover 10. As described above, the first arm 40, the second arm 50, and the actuating device 60 are connected together in a triangular shape once the actuating device 60 has been actuated, and the second arm 50 is prevented from pivoting to the lower side with respect to the first arm 40 by the mechanism This allows the reinforcement structure to be configured by these elements. Thus, the collision load F entering the hood 10 can be much more efficiently transmitted to the hinge base 30 by the reinforcing structure. This allows an even more stable absorption of the collision energy. In addition, the bead 36 is formed at the lower end portion of the support portion 34B of the hinge base 30, and the bead 36 is disposed on the underside of the first hinge axis Pl. by connecting together the hinge base 30 and the first arm 40. This allows the collision load F transmitted from the first arm 40 to the hinge base 30 to be efficiently transmitted to the bead 36. [0071] Note that in the present exemplary embodiment, the configuration is such that the locking mechanism 90 is provided on the actuator 60, and the cylinder 62 is prevented from moving back relative to the piston rod 70 by the locking mechanism 90; the configuration of the locking mechanism 90 is however not limited thereto. For example, a configuration may be applied in which an abutment arm, which prevents the second arm 50 from moving towards the lower side relative to the first arm 40 when the hood 10 has been raised in the raised position, is provided on the second arm 50. [0072] More specifically, an end portion of the stop arm is connected to the second arm 50 so as to be able to pivot. A slide groove, connected to the other end portion of the stop arm so as to be slidable, is formed on the first arm 40, and the slide groove is formed in a manner corresponding to a path pivoting of the stop arm. The other end portion of the stop arm is then disposed in an end portion of the slide groove, and an engaging portion capable of engaging the other end portion of the stop arm in the up-down direction is formed on the other end portion of the slide groove. The configuration is such that the abutment arm pivots about its end portion accompanying pivoting of the second arm 50 relative to the first arm 40 during operation of the actuating device 60, so that the other end portion of the stop arm slides from the first end of the slide groove to the other end side. The other end portion of the stop arm thus engages the engagement portion once the actuator 60 has been actuated, and the second arm 50 is prevented from pivoting to the lower side relative to the first arm 40. In this manner, a locking mechanism 90 may be provided on the second arm 50 and the first arm 40 or equivalent, separate from the actuator 60. In the present exemplary embodiment, the bead 36 is formed on the lower end portion of the support portion 34B of the hinge base 30; the position where the bead 36 is formed on the hinge base 30 can however be set as desired. In addition, in the present exemplary embodiment, the angle of inclination a2 of the bead 36 is set to 25 ° or 40 °; the angle of inclination a2 may, however, be adjusted with respect to the above angles, depending on the shape of the hinge base 30, the positional relationship between the first hinge axis P1 and the bead 36, result of the pedestrian head protection performance test, or equivalent, for respective types of vehicle.
    权利要求:
    Claims (5)
    [0001]
    REVENDICATIONS1. Vehicle lift hood device (20) characterized in that it comprises a hinge base (30) which is fixed to a vehicle body at a lower vehicle side of a rear part of a hood ( 10); a first arm (40) which is supported by the hinge base (30) so as to be pivotable; a second arm (50) which is attached to the rear portion of the hood (10) and is supported by the first arm (40) so as to be pivotable; an actuating device (60) which extends between the first arm (40) and the second arm (50), and which, when operating, rotates the second arm (50) relative to the first arm (40) towards an upper vehicle side so as to raise the hood (10) in a raised position; a locking mechanism (90) which prevents the second arm (50) from pivoting relative to the first arm (40) towards the lower vehicle side after operation of the actuating device (60), and which maintains a state wherein the second arm (50) is prevented from pivoting relative to the first arm (40) when a specific collision load has acted on the hood (10) from the vehicle top side; and a deformation origin point portion (36) which is formed at the hinge base (30), and which acts as a deformation point of the hinge base (30) when the load specific crash 3024098 has acted on the hood (10) from the upper side of the vehicle.
    [0002]
    A vehicle lift hood device (20) according to claim 1, characterized in that the deformation origin point portion (36) is a bead (36) extending along a perpendicular direction to a load direction of the specific collision load in a side view. 10
    [0003]
    A vehicle lift hood device (20) according to claim 1 or claim 2, characterized in that: a rear end portion of the first arm (40) is supported by the hinge base (30) in a manner to be able to rotate; a front end portion of the second arm (50) is supported by a leading end portion of the first arm (40) so as to be pivotable; the actuator (60) interconnects a vehicle front-to-rear intermediate portion of the first arm (40) and a rear end portion of the second arm (50); and the locking mechanism (90) is provided at the actuating device (60) so that the second arm (50) is prevented from pivoting relative to the first arm (40) towards the lower side of the vehicle by the actuating device (60) after operation of the actuating device (60). :30
    [0004]
    A vehicle lift hood device (20) according to claim 3, characterized in that: the actuating device (60) comprises a cylinder (62), a piston rod (70) which is housed at 3024098 37 the interior of the cylinder (62), and the locking mechanism (90); an open portion is provided at a lower portion of the cylinder (62), a head portion (68) is attached to an inner circumferential portion of the open portion, a first locking groove portion (92) which configures the locking mechanism (90) extends along a circumferential direction of the head portion (68) at an inner circumferential portion of the head portion (68), and the first groove portion of locking (92) is a shape which is open towards an inwardly radially directional side of the cylinder (62); a locking ring (94), which configures the locking mechanism (90), is disposed within the first locking groove portion (92); and a second locking groove portion (96), which configures the locking mechanism (90), is formed at an upper end side of an outer circumferential portion of the piston rod (70), the The second blocking groove portion (96) being open to a radial direction outer side of the piston rod (70) and extending along a circumferential direction of the piston rod (70). 25
    [0005]
    Vehicle lift hood device (20) according to claim 4, characterized in that: the locking ring (94) is formed in a circular ring shape of which a portion is open, and is capable of deforming elastic in its own radial direction; in a non-actuated state of the actuating device (60), the locking ring (94) is elastically deformed towards an outer radial direction from a natural state in which the locking ring (94) is not elastically deformed, and the locking ring (94) is housed inside the first locking groove portion (92) in an abutting state against the outer circumferential portion of the piston rod (70) ; and when the hood (10) has been raised to the raised position, the first locking groove portion (92) of the cylinder (62) is disposed at an outer radially directional side of the actuator 10 (60) with respect to the second locking groove portion (96) of the piston rod (70), the locking ring. (94) undergoes elastic deformation toward the radial direction inner side and enters the second locking groove portion (96), thereby tightening the locking ring (94) between the first locking groove portion (92) and the second locking groove portion (96), in a substantially up-down direction, so as to prevent the cylinder (62) from retreating in a lower direction.
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    同族专利:
    公开号 | 公开日
    DE102015111801A1|2016-01-28|
    JP2016030454A|2016-03-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP3788727B2|2000-07-25|2006-06-21|本田技研工業株式会社|Vehicle hood device|
    KR20020030658A|2000-10-19|2002-04-25|류정열|Vehicle hood hinge|
    DE102008011722A1|2008-02-28|2009-09-03|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Engine bonnet hinge for motor vehicle, has piston held at distant position by connection whose detachability absorbs kinetic energy of pedestrian caught in bonnet by braked displacement from distant position into pivoting position|
    EP2256007B1|2009-05-29|2012-10-31|Autoliv Development AB|Safety release arrangement|JP6565764B2|2016-03-30|2019-08-28|豊田合成株式会社|Actuator|
    DE102016113684A1|2016-07-25|2018-01-25|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Hinge device with integrated pedestrian protection for a front hood|
    JP6994994B2|2018-03-22|2022-01-14|オートリブ ディベロップメント エービー|Vehicle safety device|
    CN110745098B|2018-07-23|2021-10-22|比亚迪股份有限公司|Engine hood device and vehicle|
    DE102020118957A1|2020-07-17|2022-01-20|Bayerische Motoren Werke Aktiengesellschaft|ACTUATOR FOR ADJUSTING A FRONT HOOD FROM A NORMAL POSITION TO A PROTECTIVE POSITION|
    法律状态:
    2016-06-13| PLFP| Fee payment|Year of fee payment: 2 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2014152116A|JP2016030454A|2014-07-25|2014-07-25|Vehicular pop-up hood device|
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