CN219605091U - Double-pull engine hood lock and vehicle - Google Patents

Abstract

The application provides a double-pull engine hood lock and a vehicle. The double-pull engine cover lock comprises a base, a ratchet wheel assembly, a pawl assembly, a stop assembly and a jacking mechanism. The ratchet assembly comprises a ratchet and a first spring; the pawl assembly comprises a pawl and a second spring; the ratchet wheel and the pawl are respectively connected with the base in a rotating way; the first spring is used for enabling the ratchet wheel to sequentially move from the two-stage locking position to the one-stage locking position and the opening position; the second spring is used for enabling the pawl to move from the blocking position to the release position; the pawl engages the ratchet in the blocking position and disengages the ratchet in the releasing position; the stop component is arranged between the ratchet wheel and the pawl, and is used for being driven by the ratchet wheel to be clamped with the pawl when the pawl moves from the blocking position to the release position under the action of external force when the ratchet wheel is positioned at the primary locking position; the jacking mechanism comprises a jacking rod, and when the ratchet wheel moves from the two-stage locking position to the one-stage locking position, the jacking rod reaches the maximum stroke.

Description

Double-pull engine hood lock and vehicle

Technical Field

The application relates to the technical field of vehicle engine cover lock structures, in particular to a double-pull engine cover lock and a vehicle in the technical field of vehicle engine cover lock structures.

Background

When the engine cover lock of the vehicle is unlocked, an occupant is required to pull the unlocking buckle in the cockpit, then walk to the front of the vehicle to pull the two-way lock handle, and the operation is complicated. Compared with the prior art, the vehicle engine hood lock adopts the double-pull engine hood lock, and the engine hood lock can be unlocked only by pulling the unlocking buckle twice in the cockpit by an occupant, so that the operation is quite convenient.

However, the associated double pull hood lock cannot be automatically locked when the vehicle hood is free to rest. This is prone to the risk of the hood being lifted up suddenly when the occupant forgets to manually lock the hood lock and directly drives the vehicle.

Disclosure of Invention

The utility model provides a double-pull engine hood lock and a vehicle, which can solve the problem that the related double-pull engine hood lock cannot be automatically locked when the engine hood of the vehicle is freely placed. The specific technical scheme is as follows:

in a first aspect, the present utility model provides a double pull hood lock comprising:

a base;

the ratchet assembly comprises a ratchet and a first spring connected with the base and the ratchet respectively; the ratchet wheel is rotationally connected with the base; the first spring is used for enabling the ratchet wheel to sequentially move from the two-stage locking position to the one-stage locking position and the opening position;

A pawl assembly including a pawl and a second spring coupled to the base and the pawl, respectively; the pawl is connected with the base in a rotating way; the second spring is used for enabling the pawl to move from a release position to a blocking position; the pawl is engaged with the ratchet in the blocking position and disengaged from the ratchet in the releasing position;

the stop assembly is arranged between the ratchet wheel and the pawl and is used for being driven by the ratchet wheel to be clamped with the pawl when the ratchet wheel is located at the primary locking position and the pawl moves from the blocking position to the release position under the action of external force, so that the pawl is kept at the release position; and

and the jacking mechanism comprises a jacking rod, and the jacking rod reaches the maximum stroke when the ratchet wheel moves from the two-stage locking position to the one-stage locking position.

According to the technical scheme, on the basis of the ratchet wheel assembly and the pawl assembly, the stop assembly and the jacking mechanism which are matched with each other are arranged, when the ratchet wheel is located at the primary locking position and the pawl moves from the blocking position to the releasing position under the action of external force, the stop assembly is driven by the ratchet wheel to be blocked with the pawl, so that the jacking rod of the jacking mechanism can reach the maximum stroke when the ratchet wheel moves from the secondary locking position to the primary locking position, when the engine cover is naturally placed by means of gravity, the jacking rod cannot generate resistance for preventing the lock catch of the engine cover from moving downwards, and the gravity is enough to overcome the small resistance of the first spring and the second spring when the engine cover is naturally placed, so that the engine cover enters a locking state of a locking unit. The scheme of the embodiment of the application avoids the problem that the lock of the engine hood of the double-pull engine hood lock cannot be automatically locked when the engine hood of the double-pull engine hood is freely placed because the lock of the two locks of the double-pull engine hood lock is unlocked and the lifting stroke is excessively long to prevent the lock of the engine hood from falling down. Therefore, the problem that the related double-pull engine hood lock cannot be automatically locked when the engine hood of the vehicle is freely placed can be solved through the scheme.

In addition, the double-pull engine hood lock can be automatically locked when the engine hood of the vehicle is freely placed, so that the anti-theft performance is effectively improved.

With reference to the first aspect, in some possible implementations, the outer contour of the ratchet wheel is sequentially provided with a second-stage locking portion and a first-stage locking portion along a first direction;

the outer contour of the pawl is provided with a blocking part; the blocking part is selectively clamped with one of the secondary locking part and the primary locking part.

In the technical scheme, the two-stage locking part and the one-stage locking part are respectively arranged on the outer outline of the ratchet wheel, and the blocking part which is clamped with the two-stage locking part and the one-stage locking part is arranged on the outer outline of the pawl, so that the rotation freedom degree of the ratchet wheel can be limited, and the double-pull engine cover can be switched between the two locking states, the one-locking state and the two unlocking states.

With reference to the first aspect and the implementation manner, a clamping part is arranged on the outer contour of the pawl;

the stop assembly includes:

the clamping plate is connected with the base at one end;

a deflector rod rotatably arranged between the clamping plate and the ratchet wheel relative to the base; and

One end of the third spring is connected with the deflector rod, and the other end of the third spring is connected with the base and is used for separating the deflector rod from the clamping plate when the deflector rod is not acted by external force;

when the ratchet wheel is positioned at the primary locking position and the pawl moves from the blocking position to the releasing position under the action of external force, the primary locking part of the ratchet wheel is separated from the blocking part of the pawl, the secondary locking part of the ratchet wheel is contacted with one end of the deflector rod and drives the deflector rod to rotate, so that the free end of the clamping plate is clamped with the clamping part.

According to the technical scheme, when the ratchet is located at the primary locking position and the pawl moves from the blocking position to the releasing position under the action of external force, the deflector rod of the stop assembly is driven by the secondary locking part of the ratchet to drive the clamping plate to be clamped with the pawl, and after the secondary locking part of the ratchet is separated from the deflector rod, the clamping plate can be separated from the clamping part of the pawl under the action of the third spring. Therefore, the lifting rod of the lifting mechanism can reach the maximum stroke when the ratchet wheel moves from the two-stage locking position to the one-stage locking position, and further when the engine hood is naturally placed by means of gravity, the lifting rod cannot generate resistance for blocking the locking movement of the engine hood, and the gravity when the engine hood is naturally placed can overcome the smaller resistance of the first spring, the second spring and the third spring and enter a single locking state, so that the double-pull engine hood lock is automatically locked when the engine hood of the vehicle is freely placed.

With reference to the first aspect and the foregoing implementation manner, the stop assembly further includes a mounting seat; the mounting seat is fixedly connected with the base, and a protruding part is arranged on one side, away from the base, of the mounting seat;

one end of the clamping plate is fixedly arranged on the side surface of the protruding part, which faces the ratchet wheel; the deflector rod is rotationally connected with the mounting seat; the other end of the third spring is connected with the mounting seat.

In the technical scheme, the installation seat and the protruding part facing the ratchet wheel are arranged on the side face of the installation seat, so that the quick and firm installation of the clamping plate, the deflector rod, the third spring and the base can be realized.

With reference to the first aspect and the foregoing implementation manner, the ratchet assembly, the pawl assembly and the stop assembly are disposed on a first surface of the base; the jacking mechanism is arranged on a second surface opposite to the first surface of the base;

the lower part of the base is provided with a bending part deviating from the ratchet wheel assembly, and the connecting end of the jacking mechanism is fixedly connected with the bending part.

In the technical scheme, the bending part deviating from the ratchet wheel assembly is arranged at the lower part of the base, so that the jacking mechanism can be directly and fixedly connected with the bending part. Therefore, on one hand, the space for installing the jacking mechanism can be saved, and on the other hand, the plastic framework for installing the jacking mechanism can be omitted, so that the processing and manufacturing cost of the double-pull engine cover lock is reduced.

With reference to the first aspect and the implementation manner, the base is provided with a downward extending avoidance groove; the avoiding groove is positioned between the ratchet wheel and the pawl;

the axis of the jacking rod coincides with the extending direction of the avoidance groove.

Among the above-mentioned technical scheme, with the axis of jacking pole with dodge the extending direction coincidence setting in groove, set up climbing mechanism in base plate central authorities, can make climbing mechanism direct with the hasp cooperation, reduced the intensity requirement of hasp and engine bonnet sheet metal connection, consequently can adopt the welded connection lower for bolted connection cost, weld the hasp on the engine bonnet sheet metal to can reduce the manufacturing cost of vehicle.

With reference to the first aspect and the implementation manner, flanges for limiting the ratchet wheel and the pawl are respectively arranged at the edges of two opposite sides of the base;

one end of the turnup, which is far away from the base, is provided with a mounting plate facing the base;

the mounting plate is arranged obliquely relative to the base, and the distance from the upper end of the mounting plate to the base is greater than the distance from the lower end of the mounting plate to the base.

In the technical scheme, the mounting plate of the double-pull engine cover lock is obliquely arranged relative to the base, in other words, the mounting surface and the plane where the ratchet wheel is located are inclined at a certain angle, so that the cutting angle of the lock ring can be effectively reduced, and the switching sound quality and the durable service life of the double-pull engine cover lock are improved.

With reference to the first aspect and the implementation manner, a buffer hook is arranged at the top of the pawl, and a buffer extension part facing the buffer hook is arranged at the top of the ratchet wheel;

when the pawl moves from the blocking position to the releasing position under the action of external force, and the blocking part of the pawl is separated from the secondary locking part, the buffer hook hooks the buffer extension part so as to limit the rotation freedom degree of the ratchet wheel.

According to the technical scheme, after the blocking part of the pawl is separated from the second-stage locking part of the ratchet wheel and before the blocking part of the pawl is clamped with the first-stage locking part of the ratchet wheel, the buffer hook at the top of the pawl hooks the buffer extension part at the top of the ratchet wheel, so that the double-pull engine cover lock can be stably switched from the two-lock double-locking state to the one-lock single-locking state, the impact and vibration in the switching process are reduced, the working stability and reliability of the double-pull engine cover lock are effectively improved, and the service life of the double-pull engine cover lock is prolonged.

With reference to the first aspect and the implementation manner, the device further comprises a micro switch fixedly connected with the base and positioned below the ratchet wheel;

the outer contour of the ratchet wheel is provided with a protruding part, and when the ratchet wheel is positioned at the primary locking position, the protruding part is pressed and contacted on the reed of the micro switch.

According to the technical scheme, the protruding part is arranged on the outer outline of the ratchet wheel, and the micro switch is arranged below the ratchet wheel, so that whether the ratchet wheel is located at the primary locking position or not can be detected, namely whether the double-pull engine cover lock is in a single-lock state or not.

In a second aspect, the present application also provides a vehicle comprising a double pull hood lock as described in any one of the first aspects above.

Drawings

FIG. 1 is a schematic three-dimensional view of a double pull hood lock according to an embodiment of the present application;

FIG. 2 is a schematic three-dimensional view of a jacking mechanism mounted to a base of the double pull hood lock of FIG. 1;

FIG. 3 is a schematic three-dimensional view of one pawl assembly of the double pull hood lock of FIG. 1;

FIG. 4 is a schematic three-dimensional view of a ratchet assembly of the dual pull hood lock of FIG. 1;

FIG. 5 is a schematic three-dimensional view of a stop assembly of the double pull hood lock of FIG. 1;

FIG. 6 is a schematic three-dimensional view of a lift mechanism of the double pull hood lock of FIG. 1;

FIG. 7 is a schematic three-dimensional view of a microswitch in the double pull hood lock of FIG. 1;

FIG. 8 is a front view of a dual lock of a dual pull hood lock according to an embodiment of the present application;

FIG. 9 is a rear elevational view of the dual lock of the dual pull hood lock of FIG. 8;

FIG. 10 is a left side view of the dual pull hood lock of FIG. 8 in double lock;

FIG. 11 is a schematic illustration of the first clockwise rotation of the pawl in the dual pull hood lock of FIG. 8;

FIG. 12 is a front view of a dual pull hood lock with a single lock, in accordance with an embodiment of the present application;

FIG. 13 is a rear elevational view of the dual pull hood lock of FIG. 12 with a single lock;

FIG. 14 is a front view of a dual pull hood lock according to an embodiment of the present application with both locks unlocked;

FIG. 15 is an enlarged schematic view of a portion I of the dual pull hood lock of FIG. 14;

FIG. 16 is a front view of a dual pull hood lock according to an embodiment of the present application fully opened;

FIG. 17 is a front view of a single latch of a dual pull hood latch provided by an embodiment of the present application when the hood is naturally placed by gravity;

fig. 18 is an enlarged schematic view of a portion ii of the dual pull hood lock of fig. 17.

The reference numerals in the drawings are as follows:

1-a base; 11-a bending part; 12-avoiding grooves; 13, flanging; 14-mounting plate;

2-a ratchet assembly; 21-ratchet wheel; 211-a secondary locking part; 212—a primary locking portion; 213—a buffer extension; 214-a boss; 22-a first spring;

3-a pawl assembly; 31-a pawl; 311-a blocking portion; 312—a clamping portion; 313-buffer hook; 32-a second spring;

4-a stop assembly; 41-a clamping plate; 42-a deflector rod; 43—a third spring; 44-a mounting base; 441—a projection;

5-a jacking mechanism; 51—a lifting lever;

6-a micro switch; 61-reed.

Detailed Description

The technical scheme of the application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B: the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and furthermore, in the description of the embodiments of the present application, "plural" means two or more than two.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

In the related art double pull hood lock, the vehicle hood cannot be automatically locked when it is freely placed. This is prone to the risk of the hood being lifted up suddenly when the occupant forgets to manually lock the hood lock and directly drives the vehicle.

In order to solve the technical problems, the embodiment of the application provides a double-pull engine hood lock and a vehicle. A two-pull hood lock according to an embodiment of the present application will be described in detail with reference to the drawings.

Referring to fig. 1 to 4, 8, 9, 11 to 14, 16 and 17, fig. 1 to 4 are schematic three-dimensional structures of a dual-pull hood lock, a base 1 and a lifting mechanism 5, a pawl assembly 3, and a ratchet assembly 2 according to an embodiment of the present application.

First, a first aspect of the present application proposes a double-pull hood lock including a base 1, a ratchet assembly 2, a pawl assembly 3, a stopper assembly 4, and a jacking mechanism 5.

The ratchet assembly 2 includes a ratchet 21 and a first spring 22 connected to the base 1 and the ratchet 21, respectively; the ratchet wheel 21 is rotationally connected with the base 1; the first spring 22 is used to move the ratchet 21 from the two-stage lock position to the one-stage lock position and the open position in sequence.

The pawl assembly 3 includes a pawl 31 and a second spring 32 connected to the base 1 and the pawl 31, respectively; the pawl 31 is rotatably connected with the base 1; the second spring 32 is used to move the pawl 31 from the released position to the blocking position. The pawl 31 engages the ratchet 21 in the blocking position and disengages the ratchet 21 in the release position.

The stop assembly 4 is arranged between the ratchet 21 and the pawl 31, and is used for being driven by the ratchet 21 to be clamped with the pawl 31 when the ratchet 21 is positioned at the primary locking position and the pawl 31 moves from the blocking position to the release position under the action of external force, so that the pawl 31 is kept at the release position.

The lifting mechanism 5 includes a lifting lever 51, and when the ratchet 21 moves from the two-stage lock position to the one-stage lock position, the lifting lever 51 reaches the maximum stroke.

The lock catch is arranged on the lower side of the engine cover of the vehicle, and the engine cover is locked and locked, so that the lock catch can be limited to move, and locking of the engine cover is realized.

When the double-pull engine cover lock provided by the embodiment of the application is used, the lock catch is required to be pulled twice in the cockpit to unlock. Wherein the unlocking knob is connected to the pawl 31 of the double pull hood lock pawl assembly 3 by a pull wire. Taking the pawl assembly 3 shown in fig. 3 as an example, one end of the pull wire is connected with the lower part of the pawl 31 in fig. 3, and the other end of the pull wire is connected with the unlocking knob, and under the combined action of the pull wire and the second spring 32, the pawl 31 can swing back and forth in the direction shown by the arrow in fig. 3. Specifically, with the pawl 31 in the blocking position shown in fig. 8, when the occupant pulls the unlocking knob in the cabin for the first time, the wire connected to the unlocking knob pulls the pawl 31, and the pawl 31 can be rotated clockwise to the release position shown in fig. 11. Then, the pawl 31 is rotated counterclockwise by the elastic force of the second spring 32 to return to the blocking position shown in fig. 12. Similar to the first pulling of the unlocking knob, the passenger pulls the unlocking knob in the cockpit for the second time, and drives the pull wire to pull the pawl 31, so that the pawl 31 can rotate clockwise to reach the release position shown in fig. 14.

In the embodiment of the present application, there are various rotational connection modes between the ratchet 21 of the ratchet assembly 2 and the pawl 31 of the pawl assembly 3 and the base 1. In one possible implementation, referring to fig. 1 to 4, through holes may be formed in the ratchet 21, the pawl 31 and the base 1, respectively, through which the pivot connection of the ratchet 21, the pawl 31 and the base 1 is achieved by the rotation shaft passing through the through holes.

Referring to fig. 8, 11, 12, 14 and 16, fig. 8 is a front view of a double-pull hood lock of an embodiment of the present application when the two locks are double locked; FIG. 11 is a schematic illustration of the first clockwise rotation of pawl 31 in the double pull hood lock of FIG. 8; FIG. 12 is a front view of an embodiment of the present application with a double pull hood lock and a single lock; fig. 14 is a front view of an embodiment of the present application with both locks unlocked.

In order to realize the movement of the ratchet 21 from the two-stage locking position shown in fig. 8 to the one-stage locking position shown in fig. 12 and the opening position shown in fig. 14, and the movement of the pawl 31 from the releasing position shown in fig. 11 to the blocking position shown in fig. 12 and the releasing position shown in fig. 14 to the blocking position shown in fig. 16, the embodiment of the present application further provides a first spring 22 and a second spring 32 corresponding to the ratchet 21 and the pawl 31, respectively. The first spring 22 and the second spring 32 may be torsion springs or tension springs. When the first spring 22 and the second spring 32 are tension springs, the tension springs need to be provided on one side of the ratchet 21, the pawl 31. When the first spring 22 is a torsion spring, referring to fig. 3 and 4, it may be sleeved on the rotating shaft, thereby saving space.

The first spring 22 and the second spring 32 may apply a torsion force to the ratchet 21 and the pawl 31, respectively. When the ratchet 21 is in the two-stage lock position shown in fig. 8, the ratchet 21 can be caused to have a tendency to move toward the one-stage lock position shown in fig. 12 and the open position shown in fig. 14. In other words, when the ratchet 21 is in the two-stage locking position shown in fig. 8 and is not obstructed by the pawl 31, it is sequentially movable to the one-stage locking position shown in fig. 12 and the open position shown in fig. 14. Similarly, when the pawl 31 is in the released position shown in fig. 11, the pawl 31 can be caused to have a tendency to move toward the blocking position shown in fig. 12.

Referring to fig. 12 and 14, an embodiment of the present application provides a stop assembly 4 between the ratchet assembly 2 and the pawl assembly 3. The stopper assembly 4 is capable of being driven by the ratchet 21 to engage with the pawl 31 to hold the pawl 31 in the release position when the ratchet 21 is in the primary lock position shown in fig. 12 and the pawl 31 is moved from the engagement position shown in fig. 12 to the release position shown in fig. 14 by the pulling rope. At this time, the blocking of the ratchet 21 by the pawl 31 can be released, so that the ratchet 21 is moved from the primary lock position shown in fig. 12 to the open position shown in fig. 14 by the first spring 22.

Embodiments of the present application provide a jacking mechanism 5 including a jacking rod 51 for use with the stop assembly 4. When the ratchet 21 moves from the two-stage lock position shown in fig. 8 to the one-stage lock position shown in fig. 12, the lift lever 51 reaches the maximum stroke. In other words, referring to fig. 9 and 13, when the lift lever 51 moves from the two-stage lock position in which the ratchet 21 of fig. 9 is located to the one-stage lock position in which the ratchet 21 of fig. 12 is located, the lift lever 51 is fully extended, that is, the lift lever 51 is not moved upward any more. The jacking mechanism 5 can adopt a miniature gas spring structure, namely, high-pressure gas is filled in the jacking mechanism 5, so that damping exists in the spring, and the opening and closing sound quality of the engine hood lock is improved. Of course, to save cost, the jacking mechanism 5 may also adopt a common spring structure.

In order to better understand the inventive concept of the embodiments of the present application, the working process of the double pull hood lock provided by the embodiments of the present application is described below with reference to the accompanying drawings.

First, referring to fig. 8, a front view of the double-lock of the double-pull hood lock according to the embodiment of the present application is shown when the double-pull hood lock is in the double-lock state.

Then, referring to fig. 11 and 12, the occupant first pulls the unlocking knob in the cockpit, rotates the pawl 31 in the clockwise direction to disengage from the ratchet 21, briefly releases the blocking of the ratchet 21, and rotates the ratchet 21 clockwise by a certain angle. The pawl 31 is then rotated counterclockwise by the spring force of the second spring 32 to return to the blocking position shown in fig. 12. At this time, the double-pull hood lock is in a single-lock state.

In the above process, referring to fig. 9 and 11, fig. 9 is a rear view of the double hood lock of fig. 8 when the two locks are double locked. As the ratchet 21 rotates clockwise, the lock catch located above the jacking mechanism 5 moves upward by a distance pushed by the jacking rod 51. In this process, the stopper assembly 4 is not yet engaged with the pawl 31, i.e., the stopper assembly 4 does not function to limit the counterclockwise rotation of the pawl 31.

Referring again to fig. 14 and 16, fig. 16 is a front view of an embodiment of the present application with the double pull hood lock fully open. The passenger pulls the unlocking knob in the cockpit for the second time, and the pawl 31 still rotates clockwise to release the blocking of the ratchet 21. Then, the ratchet 21 rotates clockwise by a certain angle, and the stop assembly 4 is driven to be clamped with the pawl 31, so that the pawl 31 is kept at the release position, and the blocking of the pawl 31 to the ratchet 21 is completely released. The ratchet 21 is moved from the primary locking position shown in fig. 12 to the open position shown in fig. 14 by the first spring 22. At this time, both locks of the double-pull hood lock are unlocked, and the hood can be manually uncovered by the occupant in front of the vehicle.

Finally, referring to FIGS. 13 and 17, FIG. 13 is a rear view of the double pull hood lock of FIG. 12 with one locking unit locked; FIG. 17 is a front view of a single latch when a double pull hood latch is naturally placed under gravity. When the engine cover is placed under the engine after the passenger overhauls the engine, the engine cover is naturally placed by gravity, and when the lifting rod 51 moves from the two-stage locking position where the ratchet wheel 21 in fig. 9 is positioned to the one-stage locking position where the ratchet wheel 21 in fig. 12 is positioned, the lifting rod 51 is completely extended and does not move upwards, namely, when the two locks of the double-pull engine cover are unlocked, the lifting rod 51 still keeps at the height when the ratchet wheel 21 in fig. 13 is positioned at the one-stage locking position, at this time, the lifting rod 51 does not obstruct the lock catch of the engine cover, that is, the lifting rod 51 does not generate resistance for preventing the lock catch from moving downwards. Therefore, gravity when the engine cover is naturally placed can act on the ratchet 21 through the lock catch, and the resistance of the first spring 22 and the second spring 32 is overcome, so that the double-pull engine cover lock is in a single-lock state shown in fig. 17, namely, the double-pull engine cover lock is automatically locked when the engine cover of the vehicle is freely placed.

In the above technical solution, on the basis of the ratchet assembly 2 and the pawl assembly 3, by arranging the stop assembly 4 and the lifting mechanism 5 which are matched with each other, when the ratchet 21 is located at the primary locking position and the pawl 31 moves from the blocking position to the releasing position under the action of external force, the stop assembly 4 is driven by the ratchet 21 to be blocked with the pawl 31, so that the lifting rod 51 of the lifting mechanism 5 can reach the maximum stroke when the ratchet 21 moves from the secondary locking position to the primary locking position, when the engine cover is naturally placed by gravity, the lifting rod 51 does not generate resistance for blocking the lock catch of the engine cover to move downwards, and the gravity is enough to overcome the small resistance of the first spring 22 and the second spring 32 when the engine cover is naturally placed, and the engine cover enters a state of locking a single lock. The scheme of the embodiment of the application avoids the problem that the lock of the engine hood of the double-pull engine hood lock cannot be automatically locked when the engine hood of the double-pull engine hood is freely placed because the lock of the two locks of the double-pull engine hood lock is unlocked and the lifting stroke is excessively long to prevent the lock of the engine hood from falling down. Therefore, the problem that the related double-pull engine hood lock cannot be automatically locked when the engine hood of the vehicle is freely placed can be solved through the scheme.

In addition, the double-pull engine hood lock can be automatically locked when the engine hood of the vehicle is freely placed, so that the anti-theft performance is effectively improved.

Referring to fig. 3, 4, 8 and 12, fig. 3 is a schematic three-dimensional view of one of the pawl assemblies 3 in the double pull hood lock of fig. 1; FIG. 4 is a schematic three-dimensional view of one of the ratchet assemblies 2 of the double pull hood lock of FIG. 1; FIG. 8 is a front view of an embodiment of the present application with the double lock double locked; FIG. 12 is a front view of an embodiment of the present application when a double pull hood lock is locked together with a single lock.

In some embodiments of the present application, the outer profile of the ratchet 21 is provided with a secondary locking portion 211 and a primary locking portion 212 in sequence along the first direction.

The outer contour of the pawl 31 is provided with a blocking portion 311. The blocking portion 311 is selectively engaged with one of the secondary locking portion 211 and the primary locking portion 212.

Wherein the relative positions of the first direction pawl 31 and the ratchet wheel 21 may be in different directions. Taking fig. 3, 4 and 8 as an example, the pawl 31 is located on the left side and the ratchet 21 is located on the right side, and the second-stage locking portion 211 may be located on the upper left side of the first-stage locking portion 212 in this case, the first direction is in particular counterclockwise. It will be appreciated that when the ratchet 21 is positioned on the left side and the pawl 31 is positioned on the right side, the first direction may be clockwise and the secondary lock portion 211 may be positioned on the upper right side of the primary lock portion 212.

The secondary locking portion 211 and the primary locking portion 212 of the ratchet 21 have a structure protruding outward from different positions of the outer contour of the ratchet 21, and the secondary locking portion 211 and the primary locking portion 212 may have various shapes, such as protrusions, gear teeth, and the like. Similarly, the blocking portion 311 of the pawl 31 is also an outward protruding structure on the outer contour of the pawl 31, and may also be in the shape of a protrusion, gear teeth, etc.

When the pawl 31 is located at the blocking position, the blocking portion 311 is engaged with the secondary locking portion 211 or the primary locking portion 212 to limit the rotational freedom of the ratchet 21. Specifically, in one case, when the double-pull hood lock is in the double-lock state as shown in fig. 8, the blocking portion 311 of the pawl 31 engages with the secondary lock portion 211 of the ratchet 21 when the pawl 31 is located at the engagement position.

In another case, when the driver pulls the unlocking knob for the first time in the cockpit, the pawl 31 rotates clockwise, the blocking portion 311 thereof is separated from the secondary locking portion 211 of the ratchet 21, the blocking of the ratchet 21 is briefly released, and the ratchet 21 rotates clockwise by a certain angle. When the pawl 31 is rotated counterclockwise to return to the blocking position shown in fig. 12 by the elastic force of the second spring 32, the blocking portion 311 of the pawl 31 is engaged with the primary locking portion 212 of the ratchet 21, and the double pull hood lock is in a single lock state.

Similar to the first pulling of the unlocking knob, when the driver pulls the unlocking knob in the cockpit for the second time, the pawl 31 rotates clockwise, its blocking portion 311 is separated from the primary locking portion 212 of the ratchet 21, the blocking of the ratchet 21 is released, the ratchet 21 rotates clockwise by a certain angle, and the double-pull hood lock is in a state in which both locks are released.

In the above technical solution, by providing the secondary locking portion 211 and the primary locking portion 212 on the outer contours of the ratchet 21, and providing the blocking portion 311 that is engaged with the secondary locking portion 211 and the primary locking portion 212 on the outer contours of the pawl 31, the rotational freedom of the ratchet 21 can be limited, and the double-pull engine cover can be switched between the two-lock double-lock state, the one-lock single-lock state, and the two-lock release state.

Referring to fig. 5, 14-18, fig. 5 is a schematic three-dimensional view of a stop assembly 4 of the double pull hood lock of fig. 1; FIG. 14 is a front view of an embodiment of the present application with both locks unlocked; FIG. 15 is an enlarged schematic view of a portion I of the dual pull hood lock of FIG. 14; FIG. 16 is a front view of an embodiment of the present application with the double pull hood lock fully open; FIG. 17 is a front view of a single latch of a dual pull hood latch of an embodiment of the present application when the hood is naturally placed by gravity; fig. 18 is an enlarged schematic view of a portion ii of the dual pull hood lock of fig. 17.

In some embodiments of the present application, the outer profile of the pawl 31 is provided with a snap-fit portion 312.

The stop assembly 4 comprises a catch plate 41, a lever 42 and a third spring 43. One end of the clamping plate 41 is connected with the base 1. The lever 42 is rotatably provided between the catch plate 41 and the ratchet 21 with respect to the base 1. One end of the third spring 43 is connected to the shift lever 42, and the other end is connected to the base 1, for separating the shift lever 42 from the chuck plate 41 when the shift lever 42 is not subjected to an external force.

When the ratchet 21 is located at the primary locking position and the pawl 31 moves from the blocking position to the releasing position under the action of external force, the primary locking portion 212 of the ratchet 21 is disengaged from the blocking portion 311 of the pawl 31, the secondary locking portion 211 of the ratchet 21 contacts with one end of the shift lever 42 and drives the shift lever 42 to rotate, so that the free end of the clamping plate 41 is clamped with the clamping portion 312.

The engaging portion 312 of the pawl 31 may be a notch disposed on the outer contour of the pawl 31. The clamping plate 41 has a certain elasticity, and can be bent and deformed after being pushed by an external force, and can be restored after the external force is removed. The shape of the shift lever 42 may be a bent shape, for example, may be L-shaped as shown in fig. 5, or may be long and straight. The use of a bent shape for the lever 42 has the advantage of saving space relative to a long straight shape.

Referring to fig. 5, one end of the clamping plate 41 of the stop assembly 4 is connected to the base 1 in a cantilever shape, and the other end is a free end. The shift lever 42 is rotatably provided between the catch plate 41 and the ratchet 21 by a rotation shaft. The third spring 43 for automatically resetting the shift lever 42 under the action of spring force is arranged corresponding to the shift lever 42 in the embodiment of the application. The third spring 43 may be a torsion spring, as shown in fig. 5, which may be sleeved on the lever 42, thereby saving space. Of course, when the third spring 43 is an extension spring, the extension spring needs to be disposed outside the lever 42, and the spatial arrangement needs to be adjusted accordingly during design.

Referring to fig. 14 and 15, when the occupant pulls the unlocking knob in the cockpit a second time, the pawl 31 rotates in the clockwise direction, bringing the engaging portion 312 of the pawl 31 close to the free end of the catch plate 41; at the same time, the engaging portion 312 of the pawl 31 is separated from the primary locking portion 212 of the ratchet 21, and the ratchet 21 rotates to cause the secondary locking portion 211 to push the lever 42 to rotate, and then the lever 42 pushes the free end of the cantilever-shaped catch plate 41 against the pawl 31 to engage with the engaging portion 312 of the pawl 31. At this time, the ratchet 21 may continue to rotate under the action of the second spring 32, and transition from the primary locking position to the open position, i.e., the double-pull engine hood lock is switched from the one-lock single-lock state to the two-lock release state.

During the rotation of the ratchet 21, the secondary locking portion 211 of the ratchet 21 is separated from the shift lever 42, the shift lever 42 is reset under the action of the third spring 43, the free end of the catch plate 41 is not pushed any more, and the pawl 31 rotates counterclockwise under the action of the second spring 32, and the engaging portion 312 of the pawl 31 is away from the free end of the catch plate 41. Under the combined action of the third spring 43 and the second spring 32, as shown in fig. 16, the clip 41 is disengaged from the engagement with the engagement portion 312 of the pawl 31, and returns to the natural state.

In addition, referring to fig. 17 and 18, when the hood is naturally placed by gravity, the secondary lock portion 211 of the ratchet 21 presses the lever 42 downward, so that the lever 42 is rotated clockwise. Since the lever 42 is not in contact with the chuck plate 41, the chuck plate 41 is not engaged with the engaging portion 312. At this time, the stop assembly 4 is not active, and the third spring 43 generates a small resistance to the ratchet 21 only by the rotation of the lever 42.

In the above technical solution, when the ratchet 21 is located at the primary locking position and the pawl 31 moves from the blocking position to the releasing position under the action of an external force, the driving lever 42 of the stop assembly 4 is driven by the secondary locking portion 211 of the ratchet 21 to drive the clamping plate 41 to be clamped with the pawl 31, and after the secondary locking portion 211 of the ratchet 21 is separated from the driving lever 42, the clamping plate 41 can be separated from the clamping connection with the clamping portion 312 of the pawl 31 under the action of the third spring 43. Therefore, the lifting rod 51 of the lifting mechanism 5 can reach the maximum stroke when the ratchet wheel 21 moves from the two-stage locking position to the one-stage locking position, and further when the engine hood is naturally placed by gravity, the lifting rod 51 does not generate resistance for blocking the locking movement of the engine hood, and the gravity is enough to overcome the small resistance of the first spring 22, the second spring 32 and the third spring 43 when the engine hood is naturally placed, and the lifting rod enters a single locking state, so that the double-pull engine hood lock is automatically locked when the engine hood of the vehicle is freely placed.

Referring to fig. 5, fig. 5 is a schematic three-dimensional view of a stop assembly 4 of the double pull hood lock of fig. 1. In some embodiments of the present application, the stop assembly 4 further comprises a mount 44; on one side of the mounting base 44 fixedly connected with the base 1, a protruding portion 441 is disposed on one side of the mounting base 44 away from the base 1.

One end of the clamping plate 41 is fixedly arranged on the side face of the protruding part 441 facing the ratchet 21; the deflector rod 42 is rotatably connected with the mounting seat 44; the other end of the third spring 43 is connected to a mount 44.

Wherein, cardboard 41 and driving lever 42 can be connected with base 1 through mount pad 44. The convex portion 441 is disposed on the side of the mounting base 44 away from the base 1, so that the clamping plate 41 can be very conveniently and firmly fixed on the side surface of the convex portion 441. The driving lever 42 is rotatably connected to the mounting base 44, so that a space for rotation of the driving lever 42 is provided, and the other end of the third spring 43 is also facilitated to be fixedly connected.

In the above technical solution, by providing the mounting seat 44 and providing the protruding portion 441 facing the ratchet 21 on the side surface of the mounting seat 44, quick and firm mounting of the clamping plate 41, the driving lever 42 and the third spring 43 with the base 1 can be facilitated.

Referring to fig. 1 and 2, fig. 1 is a schematic three-dimensional structure of a double pull hood lock according to an embodiment of the present application; fig. 2 is a schematic three-dimensional structure of the double-pull hood lock of fig. 1 in which a lifting mechanism 5 is mounted on a base 1. In some embodiments of the present application, the ratchet assembly 2, the pawl assembly 3 and the stop assembly 4 are disposed on a first surface of the base 1; the jacking mechanism 5 is provided on a second surface opposite to the first surface of the base 1.

The lower part of the base 1 is provided with a bending part 11 deviating from the ratchet wheel assembly 2, and the connecting end of the jacking mechanism 5 is fixedly connected with the bending part 11.

Wherein the first surface and the second surface are different two mounting surfaces on the base 1, and the second surface is another surface opposite to the first surface of the base 1.

In the above technical solution, the bending portion 11 deviating from the ratchet assembly 2 is provided at the lower portion of the base 1, so that the jacking mechanism 5 can be directly and fixedly connected with the bending portion 11. Therefore, on one hand, the space for installing the jacking mechanism 5 can be saved, and on the other hand, the plastic framework for installing the jacking mechanism 5 can be omitted, so that the processing and manufacturing cost of the double-pull engine cover lock is reduced.

In addition, referring to fig. 6, 9 and 13, in order to improve the connection firmness and the working stability of the jacking mechanism 5 and the base 1, the upper portion of the jacking mechanism 5 may be connected to the base 1 by a clip; further, a receiving portion for receiving the lock catch may be provided at an end portion of the lift lever 51, and a buffer and shock absorbing structure may be provided between the receiving portion and the lift lever 51 and the base 1, respectively.

Referring to fig. 2 and 9, fig. 2 is a schematic three-dimensional structure of a jacking mechanism 5 of the double-pull hood lock of fig. 1 mounted on a base 1; fig. 9 is a rear view of the dual lock of the double pull hood lock of fig. 8.

In some embodiments of the application, the base 1 is provided with a downwardly extending relief groove 12. The escape groove 12 is located between the ratchet 21 and the pawl 31.

The axis of the lift lever 51 coincides with the extending direction of the escape groove 12.

In the related art, when the latch is matched with the hood metal plate, in order to ensure the connection strength between the latch and the hood metal plate, the latch needs to be connected with the hood metal plate through a bolt.

In the above technical scheme, the axis of the lifting rod 51 is overlapped with the extending direction of the avoidance groove 12, namely, the lifting mechanism 5 is arranged in the center of the base plate 1, so that the lifting mechanism 5 can be directly matched with the lock catch, the strength requirement of the connection between the lock catch and the metal plate of the engine hood is reduced, and therefore, the lock catch can be welded on the metal plate of the engine hood by adopting welding connection with lower cost relative to the bolt connection, and the manufacturing cost of the vehicle can be reduced.

Referring to fig. 8 to 10, fig. 8 is a front view of the double hood lock of the embodiment of the present application when the two locks are double locked; fig. 10 is a left side view of the dual pull hood lock of fig. 8 in double lock. Considering that the vehicle hood is mostly tilted forward, the mounting surface of the hood lock of the existing vehicle type is arranged parallel to the plane of the ratchet 21, resulting in a large latch ring cutting angle, poor opening and closing sound quality of the hood lock and a low durability life. In some embodiments of the application, the edges of opposite sides of the base 1 are provided with flanges 13, respectively, which limit the ratchet wheel 21 and the pawl 31.

The end of the flange 13 remote from the base 1 is provided with a mounting plate 14 facing the base 1.

The mounting plate 14 is disposed obliquely with respect to the base 1, and the distance from the upper end of the mounting plate 14 to the base 1 is greater than the distance from the lower end of the mounting plate 14 to the base 1.

In the embodiment of the application, the distance from the upper end of the mounting plate 14 to the base 1 is set to be larger than the distance from the lower end of the mounting plate 14 to the base 1, so that the mounting surface of the mounting plate 14 can be matched with the forward-inclined engine cover. The inclination angle between the mounting surface of the mounting plate 14 and the plane of the base 1, that is, the plane where the ratchet 21 is located, needs to be matched according to the forward inclination degree of the vehicle hood of different vehicle types, which is not particularly limited in the embodiment of the present application.

In the above technical solution, the mounting plate 14 of the double-pull hood lock is inclined with respect to the base 1, in other words, the mounting surface and the plane where the ratchet 21 is located are inclined at a certain angle, so that the cutting angle of the lock ring can be effectively reduced, and the switching sound quality and the durability life of the double-pull hood lock can be improved.

Referring to fig. 11, fig. 11 is a schematic view of the first clockwise rotation of pawl 31 in the double pull hood lock of fig. 8.

In some embodiments of the present application, the top of pawl 31 is provided with a buffer hook 313 and the top of ratchet 21 is provided with a buffer extension 213 facing buffer hook 313.

When the pawl 31 moves from the blocking position to the releasing position by an external force and the blocking portion 311 of the pawl 31 is disengaged from the secondary locking portion 211, the buffer hook 313 hooks the buffer extension 213 to limit the rotational degree of freedom of the ratchet 21.

When the occupant pulls the unlocking knob in the cockpit for the first time, the pull wire connected to the unlocking knob pulls the pawl 31, so that the pawl 31 rotates clockwise to reach the release position shown in fig. 11, and the blocking portion 311 of the pawl 31 is disengaged from the secondary locking portion 211 of the ratchet 21, thereby temporarily releasing the blocking of the ratchet 21. Then, the pawl 31 is rotated counterclockwise by the elastic force of the second spring 32 to return to the blocking position shown in fig. 12.

Before the pawl 31 is disengaged from the ratchet 21, the buffer extension 213 at the top of the ratchet 21 can be hooked by the buffer hook 313 at the top of the pawl 31. And, after the blocking portion 311 of the pawl 31 is disengaged from the secondary locking portion 211 of the ratchet 21, as the pawl 31 rotates counterclockwise by the second spring 32 and the ratchet 21 rotates clockwise by the first spring 22, the blocking portion 311 of the pawl 31 is engaged with the primary locking portion 212 of the ratchet 21, and the buffer hook 313 at the top of the pawl 31 is separated from the buffer extension portion 213 at the top of the ratchet 21.

In the above technical solution, after the blocking portion 311 of the pawl 31 is disengaged from the second stage locking portion 211 of the ratchet 21 and before the blocking portion 311 of the pawl 31 is engaged with the first stage locking portion 212 of the ratchet 21, the buffer hook 313 at the top of the pawl 31 hooks the buffer extension portion 213 at the top of the ratchet 21, so that the dual-pull engine cover lock can be smoothly switched from the two-lock dual-locking state to the one-lock single-locking state, the impact and vibration in the switching process are reduced, the working stability, the reliability and the service life of the dual-pull engine cover lock are effectively improved.

Referring to FIGS. 4, 12 and 17, FIG. 4 is a schematic three-dimensional view of one of the ratchet assemblies 2 of the double pull hood lock of FIG. 1; FIG. 12 is a front view of an embodiment of the present application with a double pull hood lock and a single lock; FIG. 17 is a front view of a single latch of a dual pull hood latch of an embodiment of the present application when the hood is naturally placed by gravity.

In some embodiments of the application, the double pull hood lock further comprises a micro switch 6 fixedly connected to the base 1 and located below the ratchet 21.

The outer contour of the ratchet 21 is provided with a protrusion 214, and when the ratchet 21 is in the primary locking position, the protrusion 214 is pressed against the reed 61 of the microswitch 6.

When the double-pull hood lock is in a single-lock state, the passenger needs to be reminded that the double-pull hood lock is not completely closed. An alarm lamp electrically connected with the micro switch 6 is arranged in the cockpit. When the reed 61 of the micro switch 6 is pressed by the bulge 214 to open the micro switch 6, an alarm lamp positioned in the cockpit can be started, so that an occupant is reminded to close the engine cover lock, and accidents caused by the fact that the engine cover is not closed in place are avoided.

In the above technical solution, by providing the protruding portion 214 on the outer contour of the ratchet 21 and providing the micro switch 6 below the ratchet 21, it is possible to detect whether the ratchet 21 is located at the primary locking position, that is, whether the double-pull hood lock is in a single-lock state.

Next, a second aspect of the present application also proposes a vehicle comprising a double pull hood lock according to any of the embodiments of the first aspect.

The vehicle provided by the embodiment of the application has all the beneficial effects of the double-pull engine cover lock because the double-pull engine cover lock is provided. The double pull hood lock is described in detail above and will not be described in detail herein.

The same or similar reference numerals in the drawings of the present embodiment correspond to the same or similar components; in the description of the present application, it should be understood that, if there is an azimuth or positional relationship indicated by terms such as "upper", "lower", "left", "right", etc., based on the azimuth or positional relationship shown in the drawings, it is only for convenience of describing the present application and simplifying the description, but it is not indicated or implied that the apparatus or element referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and thus terms describing the positional relationship in the drawings are merely illustrative and should not be construed as limitations of the present patent, and specific meanings of the terms described above may be understood by those skilled in the art according to specific circumstances.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims (10)

1. A double pull hood lock comprising:

a base (1);

a ratchet assembly (2), the ratchet assembly (2) comprising a ratchet (21) and a first spring (22) connected to the base (1) and the ratchet (21), respectively; the ratchet wheel (21) is rotationally connected with the base (1); the first spring (22) is used for enabling the ratchet wheel (21) to sequentially move from a two-stage locking position to a one-stage locking position and an opening position;

a pawl assembly (3), the pawl assembly (3) comprising a pawl (31) and a second spring (32) connected to the base (1) and the pawl (31), respectively; the pawl (31) is rotationally connected with the base (1); the second spring (32) is used for enabling the pawl (31) to move from a release position to a blocking position; the pawl (31) is engaged with the ratchet wheel (21) in the blocking position and is disengaged from the ratchet wheel (21) in the releasing position;

A stop assembly (4), wherein the stop assembly (4) is arranged between the ratchet wheel (21) and the pawl (31) and is used for being driven by the ratchet wheel (21) to be clamped with the pawl (31) when the ratchet wheel (21) is positioned at the primary locking position and the pawl (31) moves from the blocking position to the releasing position under the action of external force, so that the pawl (31) is kept at the releasing position; and

the lifting mechanism (5), the lifting mechanism (5) comprises a lifting rod (51), and when the ratchet wheel (21) moves from the two-stage locking position to the one-stage locking position, the lifting rod (51) reaches the maximum stroke.

2. The double-pull hood lock according to claim 1, wherein the outer contour of the ratchet (21) is provided with a secondary locking portion (211) and a primary locking portion (212) in order along a first direction;

the outer contour of the pawl (31) is provided with a blocking part (311); the blocking part (311) is selectively clamped with one of the secondary locking part (211) and the primary locking part (212).

3. A lock for a double-pull engine cover according to claim 2, characterized in that the outer contour of the pawl (31) is provided with a snap-in portion (312);

the stop assembly (4) comprises:

The clamping plate (41), one end of the clamping plate (41) is connected with the base (1);

a lever (42), the lever (42) being rotatably arranged between the catch plate (41) and the ratchet (21) with respect to the base (1); and

a third spring (43), wherein one end of the third spring (43) is connected with the deflector rod (42), and the other end of the third spring is connected with the base (1) and is used for separating the deflector rod (42) from the clamping plate (41) when the deflector rod (42) is not acted by external force;

when the ratchet wheel (21) is positioned at the primary locking position and the pawl (31) moves from the blocking position to the releasing position under the action of external force, the primary locking part (212) of the ratchet wheel (21) is separated from the blocking part (311) of the pawl (31), the secondary locking part (211) of the ratchet wheel (21) is contacted with one end of the deflector rod (42) and drives the deflector rod (42) to rotate, so that the free end of the clamping plate (41) is clamped with the clamping part (312).

4. A double pull hood lock according to claim 3, wherein the stop assembly (4) further comprises a mounting seat (44); the mounting seat (44) is fixedly connected with the base (1), and a protruding part (441) is arranged on one side of the mounting seat (44) away from the base (1);

One end of the clamping plate (41) is fixedly arranged on the side surface of the protruding part (441) facing the ratchet wheel (21); the deflector rod (42) is rotationally connected with the mounting seat (44); the other end of the third spring (43) is connected with the mounting seat (44).

5. A double pull hood lock according to claim 1, wherein the ratchet assembly (2), the pawl assembly (3) and the stop assembly (4) are provided at a first surface of the base (1); the jacking mechanism (5) is arranged on a second surface opposite to the first surface of the base (1);

the lower part of the base (1) is provided with a bending part (11) deviating from the ratchet assembly (2), and the connecting end of the jacking mechanism (5) is fixedly connected with the bending part (11).

6. A double pull hood lock according to claim 1 or 5, wherein the base (1) is provided with a downwardly extending relief groove (12); the avoidance groove (12) is positioned between the ratchet wheel (21) and the pawl (31);

the axis of the lifting rod (51) coincides with the extending direction of the avoidance groove (12).

7. A lock as claimed in claim 1, wherein the edges of opposite sides of the base (1) are provided with flanges (13) respectively limiting the ratchet wheel (21) and the pawl (31);

One end of the flanging (13) far away from the base (1) is provided with a mounting plate (14) facing the base (1);

the mounting plate (14) is obliquely arranged relative to the base (1), and the distance from the upper end of the mounting plate (14) to the base (1) is greater than the distance from the lower end of the mounting plate (14) to the base (1).

8. A double-pull hood lock according to claim 2, characterized in that the top of the pawl (31) is provided with a buffer hook (313), the top of the ratchet wheel (21) being provided with a buffer extension (213) towards the buffer hook (313);

when the pawl (31) moves from the blocking position to the releasing position by an external force, and the blocking portion (311) of the pawl (31) is disengaged from the secondary locking portion (211), the buffer hook (313) hooks the buffer extension portion (213) to restrict the rotational degree of freedom of the ratchet (21).

9. A double pull hood lock according to claim 1 or 2, further comprising a microswitch (6) fixedly connected to the base (1) and located below the ratchet (21);

the outer contour of the ratchet wheel (21) is provided with a protruding part (214), and when the ratchet wheel (21) is positioned at the primary locking position, the protruding part (214) is pressed against the reed (61) of the micro switch (6).

10. A vehicle comprising a double pull hood lock according to any one of claims 1 to 9.