A great number of the people being injured or killed in the traffic are unprotected pedestrians, which are run into by passenger cars. In a collision between a passenger car front and a pedestrian a common consequence is that the pedestrian falls over the hood, and the pedestrian's head collides with the hood vertically from above at high kinetic energy. Investigations made have indicated that a grown person probably collides its head against the hood, principally in the rear half, while children collide with its heads against the front half. It is known to design hoods compliantly to protect pedestrians, and to attempt to increase the distance from the hood to underlying hard components over different parts of the hood, i. e. so that a sufficient deformation length is obtained, which is sufficient to brake the pedestrian's head before it hits hard components.

An important problem is in this context, which so far not has been solved in a satisfactory way, is the fixing of the both hood hinges at the type of hoods where hinges are arranged at the rear end of the hood. The risk is comparatively great for an adult pedestrian being run into that he hits the head at or close to the rear hinges fixings, which in conventional constructions are rigidly connected to the car body and therefore would cause contusions to a head falling heavily down to the hinge fixing.

In the German Patent Application DE 19 712 961 A a proposal of a solution is described. According to this proposal there are sensors detecting a collision with a pedestrian, and thereby activate a compressed spring or release an explosive charge, whereby said spring or explosive charge lifts the hood above the hinges for forming of a compliant deformation length between the hood and the compact parts in front of the

hinges. This construction, with sensor and compression spring or explosive charge, is particularly complicated.

Further the construction according to said German publication has several essential drawbacks. There is a risk, for instance, that the compression spring or explosive charge are released unintentionally, for instance in another type of collision. Upon an unintentional release it is longwinded and time demanding to re-establish the release device. A further drawback is that there is a risk that the rear elevated hood being displaced backwards by horizontal forces into the windshield at a collision, with accompanying risk for driver and passengers.

In the German publication 27 11 339 a device is described, in which the hood is lifted upwards above the rear fixings of the hood, in connection with a collision at which the hood is displaced backwards. In addition to that this publication does not describe a solution for hinges, the construction has a number of drawbacks associated with the fact that the hood must be displaced backwards, in order to lift the hood upwards in the rear.

An obvious drawback is that a pedestrian which is run into, may be throwed with his head into the hood at or close to the rear fixings without the hood before then is displaced backwards, which leads to that the person's head hit the hard fixings directly.

A further drawback is that there is a major risk for the hood to hit into the windshield if displaced backwards. Passenger car hoods are compliantly shaped to collision impacts from above and are bently and arcuately formed differently at different places trying to create sufficient deformation space between the hood and the underlying hard components. If the hood is displaced, in connection with a collision, there is no control what so ever if the deformation spaces under the hood are sufficient.

In the European Patent 644 104 B1 a similar solution is described. A lifting device is described in this, being arranged to lift the rear end of the hood when the hood is displaced backwards at a collision.

However the problem, such as evident from above, has been known since long, until now no satisfactory solution has being disclosed.

By the present invention a simple solution has been achieved completely eliminating said problem above at an arrangement of the type mentioned in the introductory part above.

The arrangement according to the invention is characterised in that respectively hinge is fixed in two rods which are connected at the hinges, that one of these rods is a draw rod, being arranged to receive forces in the longitudinal direction of the hood and essentially stop the horizontal displacement of this in connection with a collision between the passenger car front and another object, such as a vehicle or a pedestrian, that the second one of the rods is a vertical rod, which is arranged to be deformed at a vertical collision impact during receiving a predetermined vertical load and which rod is shaped to be able to receive said vertical load during a predetermined deformation length.

It should be observed that the expression vertical, which is used here in the description and patent claims, should be given an interpretation than that is wider what is normally related to this expression. The expression is used to describe that an impact into the hood comes from above. The hoods of different cars have different inclinations proportionally to an absolute vertical plane. At a collision between a pedestrian and a passenger car front the head of the person will hit the hood in the direction, which relative to the horizontal plane is less than 90° and usually in the size of 50 °.

The invention will be described in the following with reference to an embodiment, as shown in the enclosed drawings, wherein figure 1 schematically shows the front half of a passenger car in side-view and at a collision with a person. Figure 2 schematically shows in a view from above, the front half of the car according to figure 1. Figure 3 schematically shows the principle of the solution according to the present invention.

Figure 4 principally shows the hinge fixings receiving horizontal load. Figure 5 shows the hinge fixings according to figure 4 after deformation in association to a vertical load. Figure 6 shows a side view of an embodiment of a device according to the invention.

In figure 1 it is presented how a pedestrian, who is run into by the front 1 of a passenger car 2 falls over the hood 3. The forward bumper has, in the drawing, been marked with 4, and the windshield of the vehicle with 5.

The most dangerous injuries, for a pedestrian being run into by a passenger car, are head injuries, which may arise when the head of the person collides with the hood, at an oblique angle from above downwards to the hood. Where on the hood the person's head hits, depends of course on where the collision occurs at the front part of the vehicle, the construction of the car at the front, and also the length of the person. Investigations of accidents occurred have shown that the head of a child normally ends up in the schematically marked area 6 shown with dotted lines in figure 2, while the head of a grown ends up more rearwardly, and usually in the schematically marked area 7 shown with dotted lines. The hood itself is constructed so that it is vertically deformed under receiving a predetermined vertical load, being chosen less than a value at which serious head injuries may arise on persons. Then it is of course necessary that there is enough deformation spaces under the hood at the areas where there is a high risk that the person's head been run into, ends up. The hinges of the hood are in most passenger cars with hinges applied at the rear part of the hood, located in the risk zone wherein the head of a grown pedestrian may collide.

In figure 3 the different parts of the schematically shown forward half of the car have been provided with the same reference denotations corresponding to details in figures 1 and 2.

The hood 3 is at each side suspended in hinges 8. These are fixed in two rods connected to the hinges, a draw rod 9 and a vertical rod 10. The opposed ends of the rods 9,10 in relation to the hinges are fixedly mounted to hard supporting body beams, which have been denoted with 11 in figure 3. The draw rod 9 is arranged to receive high horizontal forces at the hood without the draw rod 9 being deformed. It is important that the draw rod 9 stops the hood from being displaced through the windshield 5. Further the hood is shaped to have sufficient deformation space to underlying hard components and this can be difficult to achieve if a normally bended and arcuate hood, differently in different places, is not fixed in the longitudinal direction. This is true for the hinge supports,

which receives the rear part of the hood. As evident from the drawing, the hinges are supported in the vertical direction by the vertical rods 10, and if the hood is permitted to be displaced in the horizontal direction there is no control what so ever at which vertical load the vertical rod 10 will be deformed and the length of deformation distance between the hinge and underlying hard body components.

The object of the present invention is such as said above to decrease the risk for serious head injuries on run into pedestrians if the head of the person would end up on or in the near of the hinge fixings.

The principle of the solution is illustrated in figure 4 and 5. The draw rod 9 and the vertical rod are fixedly connected to a body beam 11. The draw rod 9 should prevent horizontal displacement of the hood and thereby the hinge 8. The vertical rod 10 is arranged to become permanently deformed at a vertical load of a predetermined size in its longitudinal direction, such as shown in figure 5. Permanent deformation means that the vertical rod is plastically deformed. This type of deformation occurs during essential constant load, which is preferred for reducing the risk of said head injuries. Deformation of the vertical rod shall occur at a low vertical load so that, the force against a head falling down towards the hinge fixing does not become so high that there is a risk that the person becomes seriously injured. The size of the predetermined vertical load depends on the available deformation space, i. e. the length of the vertical rod 10 according the embodiment in figure 4 and 5. The larger available length between the hinge fixing before deformation and the underlying hard body beam, the lesser the value can be chosen of the predetermined vertical load, at which the vertical rod is deformed.

The intention is to completely brake the deformation movement and absorb the kinetic energy before the hinge and thereby the person's head hits the hard body beam. Optimal effect is achieved when the vertical rod is arranged to be deformed uniformly and receive the predetermined vertical load during the whole deformation length, i. e., the softer and the longer brake length the less injuries will occur on the head of the run- into-pedestrian when it collides into the hood at or in the nearness of the hinges. The predetermined vertical load must of course also be adapted to other strength requirements, for instance there should not be any risk for the vertical rod to be deformed when a person jumps up and sits on the hood in front a hinge joint.

In a construction according to the present invention it is a fact to decrease the risk for serious head injuries of pedestrians run into at velocities up to 40 km/h, which pedestrians after collision bumps the head into the hood near or at the hinge fixings. The available deformation length of the vertical rod should be in order of magnitude at least 50-100 mm, preferably exceeding 70 mm, and the predetermined vertical load in order of magnitude 1-5 kN, preferably about 2 kN.

The vertical rod should be uniformly deformed and receive the predetermined force evenly along its length. This even load reception may be achieved in different ways.

The vertical rod can be provided with embossings along its length, which embossings are shaped to give the vertical rod a plane deformation at a certain predetermined force.

It can also be achieved as the vertical rod, along its length, has varying thickness and/or is supplied with cavities in the inner of the vertical rod or the edges thereof.

An embodiment of a hinge fixing is shown in figure 6. The vertical rod 10 is straight and elongated, and provided with a longitudinal cavity 12 and two waist cavities 13. At a deformation the vertical rod folds outwards at the cavities 13.

In figure 6 the hood has been marked with 3, a hinted windshield with 5 and the draw rod with 9. Further the main impact area has been marked with 14, which give rise to a deformation of the vertical rod. Any determined extension of this area is of course not available, but depends on the actual case load at different collisions.

An embodiment of a vertical rod has been described above in the drawing. This may, however, be shaped in many different ways, curved or angled. The essential thing is, such as has been described above, that the vertical rod receives the same load over all its deformation length.

A spring is for instance unsuitable as vertical rod.

The invention is not limited to the embodiment described above, but also several modifications are possible within the scope of the accompanying claims.