EP2128360B1 - Striker of a vehicle lock and locking assembly - Google Patents

Description

The invention first relates to the safety catch of a vehicle lock according to the preamble of claim 1.

Stirrups of essentially U-shaped basic shape are known. They typically comprise two side legs, which can also be called longitudinal legs, and a cross leg. Typically, the three legs are formed by a circular cylindrical and bent body called a wire, which has a diameter of several millimeters. The safety catch is typically attached to a vehicle sheet metal with its free ends of the side legs. It is also known to fix the safety catch on a carrier plate and to fix the carrier plate on the vehicle side.

The safety catch of a vehicle lock serves to cooperate with a locking element of a lock, in particular with a rotary latch. The safety catch can, for example, be attached to the movable vehicle part, e.g. B. on the front hood of a vehicle, and cooperate with a fixed to the body, ie stationary, locking part, for example with the catch. The reverse arrangement is also conceivable, so that the essential lock elements, in particular the catch, on the movable vehicle part, for. B. on a pivotable vehicle door, are attached, and the safety catch on a stationary vehicle part, for. B. is attached to the vehicle body.

There is basically a desire to make the vehicle bracket adjustable. This means that the distance of the cross leg to the carrier plate and / or to the stationary body plate or a plate of a movable vehicle part should be designed to be changeable.

From the DE 195 28 789 C1 a stirrup is known which has an essentially hook-shaped basic shape and comprises an external thread at its free end. This works together with an adjusting nut that has an internal thread. The adjusting nut is rotatably held on a carrier plate or body panel and rotatably riveted into the base plate for this purpose.

In a further development of the hook-shaped safety catch described in this document, the applicant has been producing an essentially U-shaped safety catch for some time, on the free end of which a side leg has an external thread which cooperates with an adjusting bush or adjusting nut which is riveted to the support plate. The free end of the other side leg is guided in a push-through opening of the carrier plate to prevent the safety catch from rotating. Such a safety catch is in the document DE 101 12 654 A1 disclosed.

Based on this catch bracket, which has become known through an obvious prior use and has a substantially U-shaped basic shape, the object of the invention is to further develop the catch bracket while maintaining its basic shape in such a way that mounting the catch bracket on the vehicle or its adjustment is facilitated.

The invention solves this problem with the features of claim 1, in particular with those of the identification part, and is characterized in that a side leg is rotatably arranged relative to the cross leg.

The principle of the invention thus essentially consists in producing the essentially U-shaped safety catch, which has become known through public prior use, and which has hitherto always been produced in one piece, from two separate components. The first side leg (longitudinal leg) and the cross leg are preferably formed in one piece and firmly connected to one another. The second longitudinal leg (or side leg) is rotatable relative to this L-shaped configuration.

The rotatable design of the longitudinal leg creates the possibility of arranging tool engagement surfaces for adjusting the safety catch near the cross leg, that is to say at a maximum distance from the carrier plate or a body panel. This facilitates an attack by a tool for fastening and subsequent adjustment of the safety catch. During assembly, the tool can be attached to the tool surfaces in a simpler manner than with the safety catch of the prior art. There it was necessary for the tools to be guided past the safety catch. For example, a 360 ° rotation of the tool was also not possible. Finally, an arrangement was analogous to that of the prior art striker Fig. 2 the document mentioned at the beginning, in which the screw nut was offset or recessed with respect to other projections in regions of the carrier plate. With the safety catch of the prior art, this made it more difficult to access the tool engagement surface.

Finally, with the safety catch according to the invention, there is the possibility of designing the tool engagement surfaces in such a way that they are accessible from the same level in adaptation to tool engagement surfaces of further fastening elements for fixing a carrier plate on the body, without having to change the tool inclination. This further facilitates assembly and also enables automated, i.e. H. especially machine-controlled assembly.

From the US 5,692,788 shows an adjustment device for a loading door of a refrigerated transporter, in which a locking element of an adjustment arrangement is adjustable in height. Here, the adjustment device is equipped with a locking plate that is welded to the body on two legs. A head of a threaded screw is held axially in the locking plate, but rotatable relative to it, and engages through an internal thread of a height-adjustable locking bolt. This is inside the two legs and also in a rod. The locking bolt can be adjusted in height by turning the screw.

From the FR 1 440 412 A shows a locking device for vehicle doors, in which a burst protection plate is fixed to a door structure with the aid of two hollow retaining bolts. A fastening screw penetrates each of the retaining bolts in order to fix the burst protection plate to the door.

The invention further relates to a closure arrangement for a movable vehicle part according to the preamble of claim 2.

The invention is based on the closure arrangement which has become known through prior public use and which has the catch bracket of the prior art mentioned at the beginning.

This invention is based on the object of developing the known closure arrangement in such a way that simplified assembly or adjustment of the closure arrangement is possible.

The invention solves this problem with the features of claim 2, in particular with those of the identification part, and is accordingly characterized in that the catch bracket is guided with its first longitudinal leg in an opening of the carrier plate, that the second longitudinal leg is rotatable relative to the first longitudinal leg and that the second longitudinal leg with an external thread arranged thereon engages in a thread fixedly attached to the carrier plate.

In contrast to the previously known closure arrangement, there is a second one in the closure arrangement according to the invention Longitudinal leg rotatably formed and engages in a thread firmly attached to the support plate. As a result, there is the possibility of arranging the tool engagement surfaces for rotating the second longitudinal leg directly adjacent to the transverse leg of the safety catch, and thus spaced far from the carrier plate.

In contrast to this, the closure arrangement of the prior art has a safety catch with a longitudinal leg with an external thread, which engages in a thread which is rotatably held on the carrier plate. To this extent, the prior art requires actuation of this rotatable thread in order to adjust the safety catch. Since the rotatable thread in the prior art was formed by a rotating bush fixed to the carrier plate, which was inevitably riveted to the carrier plate for the purpose of axial securing, the tool engagement surface was basically arranged adjacent to the carrier plate.

In connection with this, it was fundamentally associated with a certain circumstance in the prior art to adjust the safety catch, since the tool attack always had to take place immediately adjacent to the carrier plate.

In the closure arrangement according to the invention, the tool engagement surface for rotating the rotatable second longitudinal leg can be arranged directly adjacent to the cross leg, in one embodiment also on the side of the cross leg facing away from the carrier plate. As a result, the tool engagement surface can be made more accessible. This facilitates the assembly of the closure arrangement on the vehicle part or on the vehicle body or its adjustment.

It should be noted that the closure arrangement according to the invention includes both exemplary embodiments in which the safety catch relative to a movable vehicle part, for. B. a front hood, is adjustable and supported on this, as well as embodiments in which the safety catch is adjustable relative to a stationary body part of the vehicle and is supported on this.

According to an advantageous embodiment of the invention, the safety catch forms a manageable structural unit together with the carrier plate. The structural unit can be fastened to a vehicle part or to the vehicle body using separate fastening means. For this purpose, the carrier plate can, for example, be screwed to the vehicle part or a body part.

According to an advantageous embodiment of the invention, the thread is formed by a thread passage of the carrier plate. This means that the thread is provided in that a thread is machined into the carrier plate as a result of stamping and thread cutting.

According to an alternative embodiment of the invention, the thread is formed by a screw nut firmly connected to the carrier plate. This is welded to the carrier plate, for example.

According to a further embodiment of the invention, a pivot bearing for the second longitudinal leg is provided by one end of a transverse leg of the safety catch. In this way, the rotary bearing can be of particularly simple design, since here, for example, only one push-through opening has to be provided in one end of the cross leg.

According to a further embodiment of the invention, tool engagement surfaces are arranged directly or indirectly on the second longitudinal leg. The direct arrangement of tool engagement surfaces on the longitudinal leg means that the tool engagement surfaces are incorporated in the second longitudinal leg. This can be done, for example, by appropriate cold extrusion steps.

Alternatively, the tool engagement surfaces can be arranged indirectly on the second longitudinal leg. This means that a separate element can be held on the second longitudinal leg, which carries the tool engagement surfaces. By rotating this separate element, the second longitudinal leg can also be rotated due to the rotationally fixed connection.

According to a further advantageous embodiment of the invention, the tool engagement surfaces are arranged immediately adjacent to the end of the cross leg. This means that the tool engagement surfaces are arranged at a maximum distance from the carrier plate. This increases the accessibility of the tool engagement surfaces.

According to a further advantageous embodiment of the invention, the end of the second longitudinal leg facing away from the carrier plate is designed as a rivet. This means that the rivet has a head that has a larger diameter than the rivet neck. The rivet preferably forms a projecting, flange-like overlapping area with a diameter that is larger than the push-through opening penetrated by the rivet.

According to one embodiment of the invention, the screw nut is arranged between the cross leg and the head of the rivet.

An annular disc can be arranged between the head of the rivet and the cross leg in order to promote rotatability. The tool engagement surfaces can be arranged on the side of the cross leg that faces the carrier plate. Alternatively, the tool engagement surfaces can also be arranged on the side of the cross leg that faces away from the carrier plate.

In the event that the tool engagement surfaces are provided by a separate element, it is advisable to provide the tool engagement surfaces on the side of the cross leg facing away from the carrier plate.

It can further advantageously be provided that the carrier plate can be fastened to the vehicle body via at least one fastening means. For example, it can be provided that the carrier plate is fastened to the vehicle body using two or more screws with the aid of corresponding screw nuts.

The fastening means advantageously has tool engagement surfaces.

Further advantageously, the tool engagement surfaces arranged on the second longitudinal leg essentially correspond to the tool engagement surfaces located on the fastening means and / or can be contacted or actuated with the same tool.

In this case, it can further advantageously be provided that those arranged directly or indirectly on the longitudinal leg Tool engagement surfaces are formed corresponding to those tool engagement surfaces which are attached to the fastening means. This design enables, in particular, that the tool engagement surfaces on the second longitudinal leg can be contacted or actuated with the same tool as the tool engagement surfaces on the fastening means.

It can further advantageously be provided that a tool attack for adjusting the safety catch takes place from the same direction as a tool attack for fastening the carrier plate to the vehicle. A particularly simple assembly can thereby be achieved.

Further advantages of the invention result from the subclaims not cited and from the following description of the exemplary embodiments with reference to the drawings.

Fig. 1

in einer schematischen perspektivischen Ansicht ein erstes Ausführungsbeispiel einer erfindungsgemäßen Verschlussanordnung in einer schrägen Draufsicht auf die Trägerplatte oder das Trägerblech,

Fig. 2

in einer perspektivischen Unteransicht gemäß Ansichtspfeil II in Fig. 1 die Verschlussanordnung der Fig.1,

Fig. 3

in einer Unteransicht die Verschlussanordnung der Fig. 2 gemäß Ansichtspfeil III,

Fig. 4

in einer teilgeschnittenen schematischen Seitenansicht die Verschlussanordnung der Fig. 3 gemäß Schnittlinie IV-IV,

Fig. 5

ein zweites Ausführungsbeispiel einer erfindungsgemäßen Verschlussanordnung in einer Darstellung gemäß Fig. 1,

Fig. 6

die Verschlussanordnung der Fig. 5 in einer schematischen Schrägansicht etwa entlang Ansichtspfeil VI in Fig. 5,

Fig. 7

das Ausführungsbeispiel der Fig. 6 in einer Unteransicht etwa entlang Ansichtspfeil VII in Fig. 6,

Fig. 8

die Verschlussanordnung der Fig. 7 in einer teilgeschnittenen Seitenansicht etwa gemäß Schnittlinie VIII-VIII in Fig. 7,

Fig. 8a

eine schematische, teilgeschnittene Ansicht durch einen zweiten Längsschenkel des Fangbügels der Verschlussanordnung etwa gemäß Schnittlinie Vllla-Vllla in Fig. 8, und

Fig. 9

die erfindungsgemäße Verschlussanordnung in einer Darstellung gemäß Fig. 6, bei der Befestigungselemente zur Befestigung des Trägerbleches an einem nicht gezeigten Karosserieblech dargestellt sind.

In it show:

Fig. 1

a schematic perspective view of a first embodiment of a closure arrangement according to the invention in an oblique plan view of the carrier plate or the carrier plate,

Fig. 2

in a perspective bottom view according to view arrow II in Fig. 1 the closure arrangement of the Fig. 1 ,

Fig. 3

in a bottom view the closure arrangement of the Fig. 2 according to view arrow III,

Fig. 4

in a partially sectioned schematic side view of the closure arrangement of the Fig. 3 according to section line IV-IV,

Fig. 5

a second embodiment of a closure arrangement according to the invention in a representation according to Fig. 1 ,

Fig. 6

the closure arrangement of the Fig. 5 in a schematic oblique view approximately along view arrow VI in Fig. 5 ,

Fig. 7

the embodiment of the Fig. 6 in a bottom view approximately along view arrow VII in Fig. 6 ,

Fig. 8

the closure arrangement of the Fig. 7 in a partially sectioned side view approximately according to section line VIII-VIII in Fig. 7 ,

Fig. 8a

a schematic, partially sectioned view through a second longitudinal leg of the catch bracket of the closure arrangement approximately according to section line Vllla-Vllla in Fig. 8 , and

Fig. 9

the closure arrangement according to the invention in a representation according to Fig. 6 , are shown in the fastening elements for fastening the carrier plate to a body plate, not shown.

The closure arrangement, designated in its entirety in the figures by 10, for a movable vehicle part is described below with reference to the figures. The description of the figures should be preceded by the fact that, for the sake of clarity, the same or comparable parts or elements, even in different exemplary embodiments, have been given the same reference numerals, sometimes with the addition of small letters.

Fig. 1 shows a first embodiment of a closure arrangement 10 according to the invention in a perspective top view.

The closure arrangement 10 comprises a carrier plate 11 with an irregular contour. The carrier plate 11 can be provided at certain points or areas with elevations or depressions, optionally also with beads or ribs, in order to ensure a certain degree of dimensional stability. Identifiable Fig. 1 the carrier plate 11 comprises an almost completely circumferential edge R which is bent around 90 ° to the main plane.

The carrier plate 11 has two openings 30a and 30b, which in the fastened state of fastening elements 31, 31b (cf. Fig. 9 ) are reached. By means of the fastening elements, the carrier plate 11 can on a vehicle part, not shown, in particular on a body panel or z. B. attached to a vehicle bonnet, in particular screwed.

For the further description it is assumed that the mounting plate 11 is screwed tightly to an inside of a motor vehicle front hood in the assembled state.

On the carrier plate 11, as is best at first Fig. 2 can be seen, a safety catch or striker 12 attached. This comprises a first longitudinal leg 13, a second longitudinal leg 14 and a transverse leg 15 which is essentially transverse to the two longitudinal legs 13, 14. The longitudinal legs 13, 14 and the transverse leg 15 provide a substantially U-shaped basic shape of the safety catch 12.

The first longitudinal leg 13 and the cross leg 15 consist of a single workpiece. This is provided in particular by an essentially circular cylindrical wire with a diameter of several millimeters. In the area of a bending point 16, this workpiece is bent through approximately 90 °.

On the subject Fig. 2 left free end of the cross leg 15, the cross leg is flattened and has a correspondingly flattened end 17. In the area of the end 17 there is a push-through opening 23 ( Fig. 4 ) arranged.

The second longitudinal leg 14 runs parallel to the first longitudinal leg 13. It is formed in one piece and comprises one with respect Fig. 4 upper end section 18, on which an external thread 19 is arranged. That regarding Fig. 4 the lower end of the second longitudinal leg 14 is formed by a rivet head 25. The neck 24 of the rivet 25 passes through the opening 23 in the end 17 of the cross leg. The neck 24 of the rivet head 25 also extends through an opening in an annular disk 26. The head 25 of the rivet is widened in relation to the two openings penetrated through and enables the transverse leg 15 to be held axially on the second retaining bracket leg 14.

Tool engagement surfaces 22 are arranged on a central section 33 of the second longitudinal leg 14. These are in particular machined out of the workpiece which forms the second longitudinal leg 14 and are thus connected in one piece and in a materially integral manner to the second longitudinal leg 14.

The end 18 of the leg 14 engages with its external thread 19 in a threaded passage 20 on the carrier plate 11. For this purpose, the carrier sheet is with a due to known bending-stamping steps Provide recess that provides an engagement opening for the end 18. At the same time, a thread 21 is cut into the invert 34. The second longitudinal leg 14 of the catch bracket 12 is thus rotatably held in the internal thread 21 of the threaded passage 20.

The second longitudinal leg 14 can be rotated by actuating the tool engagement surfaces 22. For example, a conventional open-ended spanner or a suitably designed tool can be attached to the tool engagement surfaces 22, so that the second longitudinal leg and its central longitudinal axis are set in rotation.

The first longitudinal leg 13 is guided with its upper end section 35 in a passage 27 of the carrier plate 11. The passage 27 has no thread. Here, the push-through opening provided by the passage 27 provides only for guiding the longitudinal leg and prevents rotation of the safety catch 12 when the leg 14 rotates.

To adjust the safety catch 12, the second longitudinal leg 14 can be rotated relative to the first longitudinal leg 13. The length of the external thread 19 and of the internal thread 21 in the axial direction x is preferably such that, starting from a zero position, an adjustment of several millimeters, eg. B. +/- 4mm is possible.

The distance A between the cross leg 15 and the carrier plate 11 can be varied by rotating the second longitudinal leg 14. As a result of a rotation of the second longitudinal leg 14 relative to the cross leg, the cross leg 15 can be in or be moved against the axial direction x. The first longitudinal leg 13 can move correspondingly relative to the passage 27.

It should be noted that in the embodiment of the Fig. 4 (and equally the comparable embodiment of the Fig. 8 , which will be explained later), the underside 28 of the passage 27 is only spaced apart from the cross leg 15 by a smaller distance B, based on the large distance A. This enables a high degree of stability, optimal guidance and, in particular, the possibility of providing a certain crumple zone or deformation zone in the region Z in the case of a front hood attachment of the safety catch 12. In particular, there is the possibility of arranging the upper side 36 of the first striker arm 13 at a distance from an outer skin of the front hood in order to provide deformation paths for a pedestrian accident situation.

The safety catch 12 is installed by two fastening elements 31a, 31b, as in FIG Fig. 9 is shown. These fastening elements 31a, 31b pass through the corresponding push-through openings 30a, 30b in the carrier plate 11 and engage in a thread (not shown) on a body or vehicle plate (not shown). The carrier plate 11 is thus fixed by rotating the fastening elements 31a and 31b, specifically by attacking the associated tool engagement surfaces 32.

In this assembly position, the safety catch 12 assumes a rest position with respect to the carrier plate 11, with which it forms a manageable structural unit. Starting from the zero position, the safety catch 12 can be continuously adjusted in the axial direction x or counter to the axial direction x by up to +/- 4 mm.

Such an adjustment is advantageous, for example, if the gap dimensions of the front hood are to be optimized.

The striker or safety catch 12 acts in a conventional manner, for. B. together with a rotary latch lock, which is arranged, for example, fixed to the body with the front hood-side mounting of the safety catch. Since the rotary latch jaw, with the fixed arrangement of the lock, assumes a predetermined position relative to the body panel, adjustment and manufacturing tolerance compensation can be brought about by adjusting the safety catch.

It is particularly advantageous that the tool engagement surfaces 22 on the second longitudinal leg 14 are spaced apart from the carrier plate 11 for adjusting the safety catch 12. This facilitates attack of the tool engagement surfaces by a tool, not shown, for. B. with an open-ended wrench. Based on the embodiment of Fig. 9 , which also shows the fastening elements 31a, 31b for fixing the carrier plate 11 to the vehicle body sheet, not shown, it is clear that a rotation of the second longitudinal leg 14 of the catch bracket 12 is possible with the same tool with which the carrier plate 11 can be fastened to the Front hood is done. All that is required for this is that the tool engagement surfaces 22 of the second longitudinal leg 14 are of similar or identical design to the tool engagement surfaces 32 of the fastening elements 31a, 31b.

It can also be seen that an attack on the tool engagement surfaces 32 of the fastening elements 31a, 31b can take place from the same direction as an attack on the tool surfaces 22 of the second longitudinal leg 14. The assembly can thus be further facilitated. Also can be partial or fully automated assembly steps are carried out, which was not possible with the device of the prior art.

Based on the embodiment of the 5 to 9 it becomes clear that an alternative embodiment of the second longitudinal leg 14 of the safety catch 12 can also be made. It is shown there that the tool engagement surfaces 22 are not attached directly to the rotatably mounted second longitudinal leg 14, but indirectly to an element in the form of a screw nut 29 that is separate from the second longitudinal leg 14. The screw nut 29 replaces that in the exemplary embodiments of FIG 1 to 4 existing washer 26. The nut shows how this Fig. 8a shows, a push-through opening 37 which deviates from a circular shape. The neck 24 of the second longitudinal leg 14 of the safety catch 12 has a cross section which is matched to the cross section of the opening 37. Identifiable Fig. 8a the neck region 24 has an elliptical or elongated cross section.

It is essential that a rotational coupling is achieved between the screw nut 29 and the neck region 15 of the second longitudinal leg 14. A rotation of the screw nut 29 thus causes the second longitudinal leg 14 to rotate.

The upper end portion 18 of the second longitudinal leg 14 is in the embodiment of the 5 to 9 essentially identical to the embodiment of FIG 1 to 4 met.

Evidently, the rivet head 25 overlaps Fig. 8 the screw nut 29 on its underside. The riveting of the second longitudinal leg 14 on its underside ensures that the transverse leg 15 is held axially on the second longitudinal leg 14.

The tool engagement surfaces 22 are in the embodiment of FIG 5 to 9 at a maximum distance from the carrier plate 11 and in this way enable particularly easy access by a tool, not shown.

It should be noted that the safety catch according to the invention or the locking arrangement according to the invention can be used not only for fixing front hoods, but equally for locking any other movable vehicle part, for example in the area of locks for locking vehicle rear seat backs, trunk lids or vehicle doors.

The introduction to the description made it clear that the first longitudinal leg and the transverse leg can be integrally connected to one another in a materially integral manner. The first longitudinal leg and the transverse leg are preferably formed by a bent wire which is circular-cylindrical in cross section and has a diameter of several millimeters. Alternatively, the first longitudinal leg and the transverse leg can also be formed by a stamped and bent part, in which the engagement surfaces for the catch can also be incorporated, for example, by stamping steps.

Claims (15)

1. Shackle (12) of a vehicle lock having two side arms (13, 14) and a transverse arm (15) to provide a substantially U-shaped basic form, characterised in that one side arm (14) is disposed so as to be rotatable relative to the transverse arm (15).
2. Lock assembly (10) for a movable vehicle part, comprising a shackle (12) displaceable relative to a mounting plate for adjustment purposes having two longitudinal arms (13, 14) oriented parallel with one another, characterised in that the shackle (12) is guided in an orifice (27) of the mounting plate (11) by its first longitudinal arm (13), the second longitudinal arm (14) is designed to be rotatable relative to the first longitudinal arm and the second longitudinal arm (14) engages by means of an external thread (19) disposed thereon in a thread (21) fixedly attached to the mounting plate (11).
3. Lock assembly as claimed in claim 2, characterised in that the thread (11) is formed by a threaded hole (20) of the mounting plate (11).
4. Lock assembly as claimed in claim 2 or 3, characterised in that a rotary bearing (23) for the second longitudinal arm (14) is provided by an end (17) of a transverse arm (15) of the shackle (12).
5. Lock assembly as claimed in claim 4, characterised in that an insertion orifice (23) for the second longitudinal arm (14) is disposed on the end (17) of the transverse arm (15) .
6. Lock assembly as claimed in one of claims 2 to 5, characterised in that tool engagement surfaces (22) are disposed indirectly or directly on the second longitudinal arm (14).
7. Lock assembly as claimed in claim 6, characterised in that the tool engagement surfaces (22) are disposed next to the end (17) of the transverse arm (15).
8. Lock assembly as claimed in claim 7, characterised in that the tool engagement surfaces (22) are disposed on the side of the transverse arm (15) facing the mounting plate (11) .
9. Lock assembly as claimed in claim 7 or 8, characterised in that the end of the second longitudinal arm remote from the mounting plate (15) is provided in the form of a rivet (25).
10. Lock assembly as claimed in claim 9, characterised in that the head (25) of the rivet extends through an insertion orifice (23) in the transverse arm (15) or an insertion orifice of a washer (26).
11. Lock assembly as claimed in one of claims 7 to 10, characterised in that a washer (26) is disposed between the rivet head (25) and the transverse arm (15).
12. Lock assembly as claimed in one of claims 2 to 6, characterised in that the tool engagement surfaces (22) are disposed indirectly on the second longitudinal arm (14) on the side of the transverse arm remote from the mounting plate (11) .
13. Lock assembly as claimed in one of the preceding claims, characterised in that the tool engagement surfaces (22) are disposed on a separate element (29) non-rotatably connected to the second longitudinal arm.
14. Lock assembly as claimed in claim 13, characterised in that the element (29) is formed by a threaded nut.
15. Lock assembly as claimed in one of claims 12 to 14, characterised in that the end of the second longitudinal arm remote from the mounting plate (11) is provided in the form of a rivet (25).

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