EP3356624B1 - Dispositif de sécurité avec capot avant déverrouillable manuellement - Google Patents

Dispositif de sécurité avec capot avant déverrouillable manuellement Download PDF

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Publication number
EP3356624B1
EP3356624B1 EP16787717.4A EP16787717A EP3356624B1 EP 3356624 B1 EP3356624 B1 EP 3356624B1 EP 16787717 A EP16787717 A EP 16787717A EP 3356624 B1 EP3356624 B1 EP 3356624B1
Authority
EP
European Patent Office
Prior art keywords
front hood
rotary latch
safety device
locking
main
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP16787717.4A
Other languages
German (de)
English (en)
Other versions
EP3356624A1 (fr
Inventor
Thorsten Nottebaum
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiekert AG
Original Assignee
Kiekert AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP3356624A1 publication Critical patent/EP3356624A1/fr
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Publication of EP3356624B1 publication Critical patent/EP3356624B1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/16—Locks for luggage compartments, car boot lids or car bonnets
    • E05B83/24—Locks for luggage compartments, car boot lids or car bonnets for car bonnets
    • E05B83/243—Hood clamps, i.e. individually actuated, usually yielding hooks
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/16—Locks for luggage compartments, car boot lids or car bonnets
    • E05B83/24—Locks for luggage compartments, car boot lids or car bonnets for car bonnets
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C19/00—Other devices specially designed for securing wings, e.g. with suction cups
    • E05C19/006—Other devices specially designed for securing wings, e.g. with suction cups by displacement of the wing substantially in its own plane

Definitions

  • the invention relates to a safety device, having a front hood and a hood lock with a lock holder, for a motor vehicle.
  • Such a safety device is from DE 198 12 835 A1 known.
  • the safety device described therein has a catch hook actuation arrangement which is implemented by means of a lever construction and in which no rotary components occur.
  • This safety device is characterized by a very simple structure.
  • a first step in unlocking a front hood is usually made possible by actuating a Bowden cable from inside the vehicle.
  • a Bowden cable from inside the vehicle.
  • an operating lever for unlocking an engine hood described which is arranged in the passenger compartment and is in mechanical connection with a hood lock via a Bowden cable.
  • the DE 10 2005 044 079 A1 an unlocking of a hood lock via a Bowden cable.
  • the DE 10 2011 003 808 A1 discloses a safety device wherein switching of a rotary latch from the main locking position into the pre-locking position can be effected by an electrical operating element.
  • the control element causes the pawl to be driven so that the rotary latch can be switched over.
  • the lock holder can then be manually transferred from the pre-locked position to an unlocking position of the front hood, in which the lock holder is released from the rotary latch 3 and the front hood is unlocked.
  • Using a Bowden cable has the disadvantage that, starting from the vehicle interior, towards the front area of the front hood, in which the hood lock is arranged, it has to be guided around several components in the engine compartment, which requires space in the engine compartment and thus less space to arrange them Components in the engine compartment is available.
  • the safety device according to the prior art thus restricts the possibilities of arranging other components in the engine compartment and is therefore impractical from a manufacturing and constructional point of view.
  • a use of the Bowden cable to unlock the front hood is also impractical for an operator, since he has to find an end of the Bowden cable, which is usually located below the dashboard, and can only move the Bowden cable with considerable effort.
  • a safety device for a motor vehicle which has a front hood and a hood lock with a lock holder, the hood lock having a rotary latch with a pre-locking position and a main locking position and an electrical one Has drive.
  • the electric drive causes the rotary latch to switch from the main detent position to the pre-detent position, the front hood being locked and closed in the main detent position.
  • the front hood In the pre-locked position of the rotary latch, the front hood is from a locking position of the front hood, in which the lock holder is in engagement with the rotary latch and the front hood is locked, to an unlocked position of the front hood, in which the lock holder is released from the rotary latch and the front hood is unlocked , can be transferred manually.
  • the safety device according to the invention differs mainly from the prior art in that it has a mechanical operative connection between the electric drive and the rotary latch while the rotary latch is being switched from the main locking position to the pre-locking position.
  • the electric drive can preferably be controlled, switched on and / or switched off via a switch and / or a control device which is connected to the electric drive via at least one cable and preferably rotatable in a first direction and optionally in a second direction first oppositely oriented direction rotating controllable.
  • a rotary movement of the electric drive causes the rotary latch to switch from the main locking position to the pre-locking position.
  • a Bowden cable routed through the engine compartment can be dispensed with, whereby an arrangement of other components in the engine compartment is made easier.
  • a switch with which the electric drive can be actuated can also be arranged at any point on a dashboard of the motor vehicle, so that the safety device is easier for an operator to unlock and is therefore more practical.
  • the rotary latch In the main detent position, the rotary latch is locked in an opening direction of rotation which is predetermined by rotating the rotary latch from the main detent position into the pre-detent position.
  • the rotary latch has an inlet mouth which is formed by a load arm and a catch arm, wherein in the main locking position the inlet mouth engages around the lock holder in such a way that movement of the lock holder is blocked.
  • the front hood cannot be moved manually when the rotary latch is in the main locking position, and in particular cannot be released purely mechanically with a handle.
  • the lock holder can be designed as a bolt, pin or striker and the inlet mouth can be fork-shaped. In particular, the lock holder is blocked in the main detent position by means of the load arm.
  • the lock holder can generally be viewed as a connecting element between the rotary latch and the front hood, which interacts directly with the rotary latch and can be locked and unlocked with the aid of the rotary latch, locking or unlocking the lock holder causing a locking or unlocking of the front hood.
  • the lock holder is arranged on the front hood and the rotary latch is arranged on a stationary component of the safety device.
  • the lock holder can also be arranged on a stationary component of the safety device and the rotary latch can be arranged on the front hood. The resulting greater inertia of the front hood can reduce a rebound effect of the front hood when the front hood is closed, which is preferably counteracted by the load arm of the rotary latch in the pre-latching position.
  • the electric drive of the hood lock makes it much easier to arrange the rotary latch on the front hood, since in this embodiment only a cable instead of a Bowden cable has to be guided along the movable front hood.
  • An arrangement of the rotary latch on the front hood can be advantageous from a manufacturing point of view in that the rotary latch and the electric drive can be better mounted on a single front hood than in an engine compartment that is already equipped.
  • the hood lock has a rotary latch blocking element, such as a pawl, which the rotary latch in the main locking position and / or in the Pre-locking position locks, with a lock means blocking the rotary latch in the opening direction of rotation.
  • the rotary latch has a pre-latching contour and a main latching contour, which can interact independently of one another with a counter-latching contour of the rotary latch blocking element when the rotary latch is rotated in the opening direction of rotation and in a closing direction of rotation which is oriented opposite to the opening direction of rotation.
  • the pre-locking contour or the main locking contour passes the counter-locking contour of the pawl.
  • the counter detent contour preferably spring-loaded, engages in the detent contour or the main detent contour and blocks rotation of the rotary latch in the opening direction of rotation, the rotary latch adopting the detent position or main detent position .
  • a torsion latch spring element acts on the rotary latch in the opening direction of rotation, whereby in the pre-latching position or the main latching position the pre-latching contour or the main latching contour is held pressed against the counter-latching contour.
  • the rotary latch spring element can be tensioned when the front hood moves in the direction of the closed position, the lock holder touching the rotary latch.
  • a tensioned rotary latch spring element can enable the rotary latch to be switched from the main locking position to the pre-locking position, such switching being triggered by means of the electric drive, for example by driving the pawl.
  • a special embodiment provides that the rotary latch is immovable in the opening direction of rotation beyond the pre-latching position without locking by means of the pawl, ie that the rotary latch has an open end position with the pre-latching position.
  • the rotary latch has an opening end position in which the rotary latch is rotated from the pre-latching position in the opening direction of rotation.
  • the front hood In the main locking position of the rotary latch, the front hood is closed. Closed means that the front hood, which is movable, in particular pivotable and / or rotatable, in a first direction into an open position and in a second, opposite to the first, direction up to a closed position, is in the closed position and above the closed position in the second direction is neither manually nor mechanically movable.
  • an elastic element of the safety device such as a sealing rubber, which in the closed position adjoins the front hood or is arranged on the front hood, is compressed.
  • a front hood is a hood which is arranged in the direction of travel of the motor vehicle in front of a windshield of the motor vehicle.
  • the electric drive starts from the main detent position of the rotary latch, the electric drive causes the rotary latch to switch from the main detent position to the pre-detent position when it is activated or controlled.
  • the electric drive can be activated, for example, from inside the vehicle or by means of a remote control from the outside of the vehicle.
  • the rotary latch moves the front hood in the direction of the open position of the front hood when switching from the main locking position to the pre-locking position via the lock holder.
  • the rotary latch In the pre-latching position, the rotary latch is blocked in the opening direction of rotation, preferably via the pawl, and the lock holder is in engagement with the rotary latch, provided the front cover is in the locking position.
  • the front hood can be transferred manually, ie for an operator of the safety device, from the locking position to the unlocking position in the pre-latching position, the front hood being held preferably spring-loaded in the locking position.
  • manually transferable means in particular exclusively mechanical, that is to say without current and without electrical aids.
  • the front hood can be mechanically unlocked by an operator in the pre-locking position.
  • the safety device particularly advantageously has a handle for moving the front hood from the locking position to the unlocking position. In detail, a transfer of the handle into a accessible operating position when switching the rotary latch from the main locking position to the pre-locking position.
  • a double actuation of the safety device is provided for unlocking the front hood, starting from a closed state of the front hood.
  • This redundancy gives the safety device according to the invention a higher level of safety compared to a safety device without an additional manual transfer of the front hood into the unlocking position or without actuation of an electric drive.
  • the switching of the rotary latch from the main locking position into the pre-locking position is effected according to the invention by means of the electric drive, which preferably has an output shaft.
  • the electric drive which preferably has an output shaft.
  • This can be implemented in a special embodiment via a release lever which is acted upon by the output shaft, the release lever causing the rotary latch to unlock from the main locking position when the output shaft moves.
  • the release lever can move the locking pawl against a spring force which acts on the locking pawl and move the opposing locking contour away from the main locking contour or release it from the locking position. Accordingly, bringing about the switching of the rotary latch from the main latching position into the preliminary latching position can also include triggering this switching, in a manner that is not essential to the invention.
  • the release lever releases a pretensioned force spring when the output shaft moves, which unlatches the pawl against its spring action.
  • This variant has the advantage that the electrical drive can be made smaller, since only the pretensioned force spring has to be released by means of the drive.
  • an additional gear for tensioning the power spring by means of the electric drive may be necessary.
  • the force spring is advantageously in Closing direction of rotation can be tightened, preferably with the aid of weight force by moving the front hood in the direction of the closed position.
  • a further embodiment can provide that the output shaft of the electric drive acts directly on the locking pawl and, when the electric drive is activated, the opposing locking contour of the locking pawl is released from the main locking contour.
  • the advantage of this embodiment is that no transmission link is required between the output shaft and the pawl.
  • the front hood has a front edge, a rear edge and two side edges, the front edge lying in front of the rear edge in the direction of travel of the motor vehicle on which the front hood can be mounted.
  • the safety device has a mounting for the front hood, the mounting being equipped with at least one first swivel joint, preferably a second swivel joint, a first connection element and a second connection element.
  • the first and the second swivel joint are arranged in the area of the rear edge.
  • the first swivel joint rotatably couples the first connection element to the second connection element, with the front hood preferably being fixedly mounted on the first or the second connection element.
  • the second connection element is particularly advantageously arranged so as to be displaceable relative to the first connection element in order to provide mobility of the front hood starting from the locking position towards the unlocking position.
  • the first or the second swivel joint is advantageously designed in the form of a roller bearing with an inner ring, an outer ring and roller bodies.
  • the inner ring can be fixedly arranged on the second connection element
  • the outer ring can be arranged displaceably on the first connection element
  • the two connection elements can be rotatably coupled to one another via the rolling bodies.
  • first swivel joint or the second swivel joint is guided in an elongated hole of the first connection element or the second connection element.
  • first or second swivel joint is designed as a roller bearing
  • the outer ring on a surface of the The elongated hole of the first connection element can be accommodated in a sliding or rolling manner and the inner ring of the roller bearing can be connected to a pin of the second connection element.
  • Another embodiment of the storage provides an arrangement of four roller bearings in the elongated hole of the first connection element, the four roller bearings forming two rows of roller bearings lying one above the other, the inner rings of which are firmly connected to a coupling element.
  • the first or second swivel joint rotatably connects the coupling element to the second connection element.
  • a displaceable coupling of the first connection element to the second connection element and thus a displaceability of the front hood with the aid of the displaceability of the four roller bearings within the elongated hole is realized.
  • a displaceability between the first and the second connection element can be provided in the form of a purely translational displaceability, but can be implemented in a further embodiment via a gear of the safety device in the form of a combination of a translation and a rotation.
  • the second connection element is preferably connected in a rotationally fixed manner to the front hood and the first connection element is arranged in a rotationally fixed manner on a stationary body part of the safety device.
  • first and second connection elements are fixedly arranged on the first swivel joint and one of the two connection elements is slidably connected to the front hood or to a stationary body part of the safety device.
  • a displacement of the lock holder leading away from the mounting is provided.
  • the lock holder is in the unlocking position of the front hood further away from the mounting than in the locking position of the front hood.
  • an opening of the inlet mouth of the rotary latch is oriented essentially in the direction of the front edge in the pre-locking position and a movement of the front hood from the locking position towards the unlocking position is oriented in the direction of the front edge, which is usually associated with a tension in the area of the front edge.
  • Such a tensile application can be ergonomically combined particularly well with a subsequent tensile application of the front edge in the direction of the open position of the front hood.
  • the ease of use is high in that a movement for unlocking the front hood can smoothly transition into a movement for opening the front hood.
  • a ramp can be provided in an advantageous manner, which directs a movement of the front edge upwards, ie in the direction of the open position.
  • a further advantage of this embodiment is that no additional space has to be created for a movable rear edge in the area of the mounting of the front hood, and thus installation space is saved.
  • the lock holder is closer to the mounting in the unlocking position of the front hood than in the locking position.
  • a movement of the front hood from the locking position to the unlocking position is oriented in the direction of the rear edge, which is usually associated with the application of pressure in the area of the front edge.
  • an opening of the inlet mouth of the rotary latch is oriented essentially in the direction of the rear edge in the pre-latching position.
  • the safety device can also provide an element of a pedestrian impact protection.
  • the rotary latch can be rotated from the main locking position to the pre-locking position via the electric drive as soon as an impact is detected.
  • a spring loading of the front hood in the direction of the closed position, ie in the direction of the front edge, is provided so that in the pre-latching position of the rotary latch an object can be braked resiliently when it hits the front hood via frictional forces between the object and the front hood in the direction of the front edge.
  • Resilient braking causes a reduction in the maximum deceleration values of the property and can make a decisive contribution to pedestrian safety.
  • the safety device can provide a crash sensor in the area of the front edge, with which an impact of an object with a mass of 30 to 200 kg can be detected.
  • the safety device can provide for an activation signal to be passed on to the electric drive, which causes the rotary latch to be switched from the main locking position to the pre-locking position.
  • the safety device has a mechanical operative connection between the electric drive and the rotary latch during the switchover of the rotary latch from the main locking position into the pre-locking position.
  • the safety device provides a force-transmitting operative connection chain starting from the electric drive via the rotary latch to the lock holder.
  • the mechanical operative connection can be formed by an output gear, which is positively connected to the output shaft of the electric drive, and a drive gear, which is positively connected to the rotary latch, the output gear meshing with the drive gear.
  • Driving the rotary latch with the aid of the electric drive when switching from the main detent position to the pre-detent position enables the rotary latch spring element to be dimensioned smaller, which saves space in the immediate vicinity of the rotary latch.
  • a special embodiment of the safety device can even not provide any rotary latch spring element.
  • the electric drive can preferably be operated in generator mode in order to provide a mechanical drive when the front hood is caught Form resistance of the catch against movement of the front hood in the direction of the closed position.
  • the mechanical operative connection can be formed by a worm, which is positively connected to the output shaft of the electric drive, and a worm wheel, which is positively connected to the rotary latch, the worm engaging the worm wheel.
  • a mechanical operative connection means that a movement of the output shaft directly causes a movement of the rotary latch, i.e. the output shaft is mechanically coupled to the rotary latch.
  • a movement of the front hood in the direction of the open position can be controlled while the rotary latch is being switched from the main locking position to the pre-locking position, that is, both an initial acceleration of the front hood as well as a braking acceleration can be controlled shortly before reaching the pre-latching position of the rotary latch, the initial acceleration and the braking acceleration advantageously having a parabolic course over time.
  • the braking acceleration when the rotary latch approaches the pre-latching position can be reduced, as a result of which post-oscillation of the front hood can be minimized after the rotary latch has reached the pre-latching position.
  • the lock holder is easier to grip and a more comfortable unlocking of the front hood can be provided, in particular if an operator is located directly in front of the front hood and activates the electric drive with the aid of a remote control.
  • the safety device has a mechanical operative connection between the electric drive and the rotary latch during the switchover of the rotary latch from the pre-latching position into the main latching position.
  • the mechanical operative connection can be designed as described above, ie for example by means of an output gear wheel and drive gear wheel or by means of a worm and worm wheel.
  • the mechanical operative connection between the electric drive and the rotary latch during the switchover of the rotary latch from the pre-latching position into the main latching position causes the rotary latch to latch into the main latching position more powerfully and in particular controllable compared to the prior art.
  • a more powerful and, in particular, controllable engagement of the rotary latch enables the realization of a smaller gap between the front hood in the closed state and a further body part adjoining the front hood.
  • a power transmission is provided from the electric drive to the rotary latch, which increases as the rotary latch approaches the main detent position.
  • the elastic element which rests on the front hood when the front hood is closed, can be compressed in a controlled manner via the electric drive.
  • the rotary latch By means of the mechanical operative connection between the electrical drive and the rotary latch, the rotary latch can be held in a position in which the main latch contour is located immediately in front of the counter-latching contour of the pawl during a latching process in the closing direction of rotation by means of the mechanical operative connection between the rotary latch from the pre-latching position to the main latching position . Holding the rotary latch in this position, for example for 10 to 100 milliseconds, enables the locking process of the opposing locking contour into the main locking contour to be delayed as desired.
  • a pawl spring which moves the counter-locking contour via the locking pawl into the main locking contour, must be designed in such a way that it can be engaged within a possible locking period that occurs when the rotary latch is rotated in the closing direction of rotation with the passing of the main locking contour on the Counter-locking contour begins and ends with a passing of the main locking contour on the counter-locking contour when the rotary latch is rotated in the opening direction of rotation, the pawl moves so quickly that the counter-locking contour engages in the main locking contour within the possible locking period. This requires a corresponding spring force, which must be greater the shorter the engagement period.
  • one possibility is to lengthen the locking period by increasing a gap between the front hood in the closed state and another body part, for example a headlight, since this increases the path that the main locking contour covers within the locking period becomes.
  • a manual hold of the The front hood would be in a position in which the main detent contour is located directly in front of the counter detent contour of the pawl during a latching process in the closing direction of rotation and the elastic element is compressed, too force-consuming with a small gap.
  • the duration of the latching period can be increased as required, since the rotary latch can be held in any position for any length of time by means of the electric drive.
  • This enables the pawl spring to be dimensioned smaller, which saves weight and material costs.
  • the gap size between the front hood and the further body part can also be significantly reduced, since the latching period no longer depends on the gap size.
  • a gap between the closed front hood and at least one other body element can be changed particularly advantageously by means of the controlled compressible elastic element, whereby it is possible to compensate for manufacturing tolerances that influence a gap between the front hood and the other body element.
  • This represents a simplification in terms of manufacturing technology.
  • this can be implemented with a main detent contour of the rotary latch that can be adjusted along the opening or closing direction of rotation.
  • the main detent contour can be arranged independently of the detent contour on a disk, which can be locked in the opening direction of rotation or in the closing direction of rotation of the rotary latch by means of detent elements.
  • the locking elements can be locked in adjustable locking positions by tightening, for example by means of a screw.
  • Fig. 1 shows a sectional view of a safety device 1 with a front hood 2, which has a front edge 2.1 and a rear edge 2.2, a hood lock 3 and a bearing 13.
  • the bearing 13 comprises a first rotary joint 14, which has an inner ring 15, an outer ring 16 and rolling elements 17 is equipped, and a first connection element 18 and a second connection element 19.
  • the outer ring 16 is slidably guided in an elongated hole 20 of the first connection element 18.
  • the inner ring 15 is firmly connected to the second connection element 19, which is designed as a pin, and the connection element 19 is firmly connected to the front hood 2.
  • the first connection element 18 is arranged on a stationary component of the safety device.
  • the first connection element 18 is rotatably coupled to the second connection element 19 by means of the rolling elements 17, the second connection element 19 being displaceable in the elongated hole 20 with respect to the first connection element 18.
  • the hood lock 3 has a rotary latch 4 and an electric drive 5, which comprises a first electric motor 6 and a second electric motor 7.
  • the rotary latch 4 and a pawl 12 are each rotatably arranged on a stationary component (not shown) of the safety device 1, the rotary latch 4 being in the position shown in FIG Fig. 1 position shown is in the main locking position.
  • the front hood 2 is in the in Fig. 1 closed position shown by solid lines, ie it is in a closed position. In the closed position, an elastic element 8, such as a rubber seal, which is arranged between a stationary component 9 of the safety device 1 and the front hood 2 in the closed position, is pressed together.
  • the open position of the front hood 2 is in Fig. 1 shown in dashed lines.
  • the safety device 1 also has a lock holder 10, which can be designed, for example, as a striker and is fastened to the front hood 2 via a coupling element 11.
  • Fig. 2 shows a sectional view of a detail of the safety device 1, the rotary latch 4 being in an open end position.
  • the rotary latch 4 has a pivot point 23, an opening direction of rotation 21 and an oppositely oriented closing direction of rotation 22. In the open end position, the rotary latch rests against a stop, not shown.
  • the rotary latch 4 further comprises a preliminary locking contour 24 and a main locking contour 25, each in the form of a projection and an inlet mouth 27 which is formed by a catch arm 28 and a load arm 29.
  • the pre-locking contour 24 and the main locking contour 25 can each interact with a counter-locking contour 26 of the pawl 12.
  • the front hood 2 is in the in Fig. 2 The position shown is in an intermediate position between the open position and the closed position and is unlocked and released.
  • Fig. 3 shows a sectional view of a detail of the safety device 1, the rotary latch 4 being in a pre-latching position.
  • the pawl 12 is held pressed against the rotary latch 4 with the aid of a pawl spring element 31, such as a tension, compression or spiral spring.
  • the rotary latch 4 is advantageously spring-loaded in the pre-latching position by means of a torsion latch spring element 32, such as a tension, compression or spiral spring, in the opening direction of rotation 21, whereby in the pre-latching position the pre-latching contour 24 is positioned so as to press against the counter-latching contour 26 in the opening direction of rotation 21.
  • the pre-latching contour 24 passes the counter-latching contour 26 and the pre-latching contour 24 is located in front of the counter-latching contour 26, seen in the closing direction of rotation 22, the counter-latching contour 26 being able to engage in the pre-latching contour 24 and the rotary latch 4 in Fig. 3 Assumes shown pre-locking position.
  • the pawl 12 blocks a rotation of the rotary latch 4 in the opening direction of rotation 21.
  • Fig. 3 the front hood 2 is shown in an unlocked position by means of solid lines, the front hood 2 being unlocked.
  • the front hood 2 By pressing the front hood 2 on the front edge 2.1 in the direction of the rear edge 2.2, the front hood 2 can be moved into the locking position, ie the front hood 2 can be moved manually between the locking position and the unlocking position.
  • the locking position is in Fig. 3 shown by dashed lines.
  • the lock holder 10 In the locking position, the lock holder 10 is in engagement with the rotary latch 4, which is in the pre-latching position, the front hood 2 being locked, ie a movement of the front hood 2 in the direction of the open position is blocked.
  • the lock holder 10 is further away from the mounting 13 in the unlocking position of the front hood 2 than in the locking position of the front hood 2.
  • Fig. 4 shows a sectional view of a detail of the safety device 1, the rotary latch 4 being in the main locking position.
  • the main locking position is achieved in that the rotary latch 4 is rotated further in the closing direction of rotation 22 from the pre-locking position.
  • This can be brought about in one embodiment by pressing down the front hood 2 and in another embodiment by driving the rotary latch 4 by means of the first electric motor 6.
  • a mechanical operative connection by means of an output gear 34, which is positively connected to an output shaft of the first electric motor 6, and a drive gear 35, which is positively connected to the rotary latch 4, can be provided, the output gear 34 meshing with the drive gear 35.
  • the rotary latch 4 can be driven when switching from the pre-latching position to the main latching position.
  • a movement of the rotary latch 4 in the direction of the main detent position can also be brought about by means of a combination of manually pressing down and electrically driving the first electric motor 6.
  • the first electric motor 6 is activated to drive the rotary latch in the closing direction of rotation as soon as a movement of the rotary latch 4 in the closing direction of rotation is detected, for example by means of a sensor which can be designed as a helical potentiometer.
  • a detection of the movement of the rotary latch 4 in the closing direction of rotation can also be made possible by operating the first electric motor 6 in generator mode, with a rotation of the rotary latch 4 in the closing direction of rotation generating a current flow in the first electric motor 6.
  • Fig. 4 also shows a circular stationary brake block for braking the rotary latch 4 in the closing direction of rotation, with a play between the rotary latch 4 and the brake block in the main detent position to enable the rotary latch to engage in the main detent position.
  • the inlet mouth 27 engages around the lock holder 10 and the pawl 12 blocks a rotation of the rotary latch 4 in the opening direction of rotation 21, whereby the front hood 2 is locked, closed and blocked in the direction of the unlocking position and in the direction of the open position by means of the load arm 29 of the rotary latch 4.
  • the load arm 29 is preferably designed such that a main alignment of the load arm 29 in the direction of an opening of the inlet mouth 27 with a side edge of the front hood 2 assumes an angle 41 of at least 20 degrees. In a special embodiment, this angle 41 can be between 20 and 29, in one of which different embodiment between 30 and 39, in another variant between 40 and 49 degrees.
  • the first electric motor 6 is deactivated, provided that it has been activated to switch from the preliminary locking position to the main locking position.
  • the first electric motor 6 can be operated briefly in a generator mode to detect the rotary latch position, preferably operated intermittently between motor mode and generator mode, with a current signal other than zero being generated in generator mode if the rotary latch has not yet reached the main detent position. After the rotary latch has assumed the main locking position, the rotary latch rests and the current signal in generator mode reaches a zero value.
  • Such an operating mode of the first electric motor 6 makes it possible to dispense with a sensor for the detection of the rotary latch position or an exact adjustment of the first electric motor 6 to the geometry of the rotary latch 4.
  • the rotary latch 4 is first transferred from the main detent position to the pre-detent position. This can be achieved by the fact that the second electric motor 7, via a ratchet output gear 36 and a ratchet drive gear 33, the ratchet 12 into the in Fig. 4 Released position shown in dashed lines, in which the rotary latch 4 is released in the opening direction of rotation.
  • the first electric motor 6 causes the rotary latch 4 to switch from the one shown in FIG Fig. 4 the main notch position shown in Fig. 3 Pre-locking position shown, the safety device 1 having a mechanical operative connection during this switching.
  • the mechanical operative connection is formed by the output gear 34, which is positively connected to the output shaft of the first electric motor 6, and the drive gear 35, which is positively connected to the rotary latch 4, the output gear 34 meshing with the drive gear 35.
  • the rotary latch 4 rotates under spring action by means of the rotary latch spring element 32 from the main latching position into the pre-latching position after the pawl 12 has reached the release position.
  • a cooperating driving of the rotary latch 4 by means of the electric motor 6 and the rotary latch spring element 32 can be provided.
  • Fig. 5 shows the safety device with the rotary latch in the pre-locking position.
  • the front hood 2 is in the position shown in FIG Fig. 3 shown in dashed lines or in the in Fig. 5 locking position shown by solid lines.
  • the pre-locked position shown is the front hood 2 from the locking position to the in Fig. 5
  • the unlocking position shown in dashed lines can be manually transferred by applying a train to the front edge 2.1.
  • the lock holder 10 is released from the rotary latch and the front hood 2 is unlocked and the front hood 2 can be moved into the position shown in FIG Fig. 1 Open position shown are moved.
  • a rotary latch 4 When the front hood 2 is in the open position, it can be provided that the rotary latch 4 moves from or pre-latched into the position shown in FIG Fig. 2 Opening end position shown is transferred.
  • the pawl 12 can advantageously be moved into the position shown in FIG Fig. 4 Released position shown are transferred, a spring-driven rotation of the rotary latch 4 towards the opening end position is effected.
  • a rotary latch 4 can be provided which is not like the one in FIG Fig. 2 Has open end position shown, but touches a stop in the pre-locking position, which blocks a rotation of the rotary latch 4 in the opening direction of rotation 21.
  • Use of a rotary latch 4, which cannot be moved beyond the pre-latching position, is made possible in particular by displaceability of the front hood 2 from the locking position into the unlocking position.
  • the lock holder 10 can be arranged in relation to the rotary latch 4 such that the front hood 2 is raised when switching from the main locking position to the pre-locking position by a distance 51, which can be approximately 10 cm.
  • a distance 51 which can be approximately 10 cm.
  • Fig. 6 shows an embodiment of the bearing 13 with a blocking element 61 and a recess 62 in the first connection element 18.
  • the blocking element 61 is preferably fixedly arranged on the front hood 2 or the second connection element 19 and rotates when the front hood 2 is rotated in the direction of the open position and closed position With. Such a rotation of the blocking element 61 causes the blocking element 61 to be pushed into the recess 62 and to block a displacement of the second connection element 19 with respect to the first connection element 18 in the direction of the locking position of the front hood 2, wherein this direction is shown by arrow 63.
  • the blocking element 61 and the front hood 2 are in a state in which the blocking element 61 is pushed into the recess 62, in FIG Fig. 6 shown in dashed lines.
  • a safety device with a blocking element has the advantage that the front hood 2 in the open position or in an intermediate position is designed to be non-displaceable or exclusively rotatable.
  • the lock holder 10 in which a rotation of the rotary latch 4 in the opening direction of rotation 21 beyond the pre-latching position is blocked by means of a stop, the lock holder 10 can nevertheless be picked up by means of the catch arm 28 when the front hood 2 moves from the open position to the closed position, since the blocking element 61 causes the front hood 2 and thus the lock holder 10 to be in a position shifted in the direction of the front edge 2.1 and the lock holder 10 is guided past the load arm 29 during the closing movement of the front hood 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
  • Superstructure Of Vehicle (AREA)

Claims (7)

  1. Dispositif de sécurité (1) destiné à un véhicule automobile, présentant un capot avant (2) et une serrure de capot (3) comportant une gâche de serrure (10),
    la serrure de capot (3) présentant un pêne pivotant (4) qui peut adopter une position de pré-encliquetage et une position d'encliquetage principale et comportant un système d'actionnement électrique (5) qui fait passer le pêne pivotant (4) de la position d'encliquetage principale à la position de pré-encliquetage, le capot avant (2) étant fermé et verrouillé dans la position d'encliquetage principale, et, dans la position de pré-encliquetage du pêne pivotant, le capot avant (2) pouvant être fait passer manuellement d'une position de verrouillage du capot avant (2), dans laquelle la gâche de serrure (10) est en prise avec le pêne pivotant (4) et verrouille le capot avant (2) à une position de déverrouillage du capot avant (2), dans laquelle la gâche de serrure (10) est libérée par le pêne pivotant (4) et le capot avant (2) est déverrouillé, le dispositif de sécurité (1) présentant une liaison fonctionnelle mécanique entre le système d'actionnement électrique (5) et le pêne pivotant (4) pendant le passage du pêne pivotant (4) de la position d'encliquetage principale à la position de pré-encliquetage.
  2. Dispositif de sécurité (1) selon la revendication 1,
    caractérisé en ce que
    le dispositif de sécurité (1) comprend un palier (13) destiné au capot avant (2), le palier (13) présentant au moins une première articulation pivotante (14), de préférence une seconde articulation pivotante, un premier élément de liaison (18) et un second élément de liaison (19), et la première articulation pivotante (14) accouplant en rotation le premier élément de liaison (18) avec le second élément de liaison (19) et le second élément de liaison (19) étant déplaçable par rapport au premier élément de liaison (18).
  3. Dispositif de sécurité (1) selon la revendication 2,
    caractérisé en ce que
    la première articulation pivotante (14) est guidée dans un trou allongé (20) du premier élément de liaison (18) ou du second élément de liaison (19).
  4. Dispositif de sécurité (1) selon la revendication 1, 2 ou 3,
    caractérisé en ce que,
    dans la position de déverrouillage du capot avant (2), la gâche de serrure (10) se trouve plus loin du palier (13) que dans la position de verrouillage du capot avant (2).
  5. Dispositif de sécurité (1) selon la revendication 1, 2 ou 3,
    caractérisé en ce que,
    dans la position de déverrouillage du capot avant (2), la gâche de serrure (10) se trouve plus près du palier (13) que dans la position de verrouillage du capot avant (2).
  6. Dispositif de sécurité (1) selon l'une des revendications précédentes,
    caractérisé en ce que
    le capot avant (2) est sollicité par un ressort dans la direction de la position de verrouillage.
  7. Dispositif de sécurité (1) selon l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif de sécurité (1) présente une liaison fonctionnelle mécanique entre le système d'actionnement électrique (5) et le pêne pivotant (4) pendant un passage du pêne pivotant (4) de la position de pré-encliquetage à la position d'encliquetage principale.
EP16787717.4A 2015-10-01 2016-09-29 Dispositif de sécurité avec capot avant déverrouillable manuellement Active EP3356624B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015116669.0A DE102015116669A1 (de) 2015-10-01 2015-10-01 Sicherheitsvorrichtung mit manuell entriegelbarer Fronthaube
PCT/DE2016/100455 WO2017054802A1 (fr) 2015-10-01 2016-09-29 Dispositif de sécurité avec capot avant déverrouillable manuellement

Publications (2)

Publication Number Publication Date
EP3356624A1 EP3356624A1 (fr) 2018-08-08
EP3356624B1 true EP3356624B1 (fr) 2021-01-06

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US (1) US11473346B2 (fr)
EP (1) EP3356624B1 (fr)
CN (1) CN108138521B (fr)
DE (1) DE102015116669A1 (fr)
WO (1) WO2017054802A1 (fr)

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US10941592B2 (en) * 2015-05-21 2021-03-09 Magna Closures Inc. Latch with double actuation and method of construction thereof
DE102015111149A1 (de) * 2015-07-09 2017-01-12 Kiekert Ag Sicherheitsvorrichtung für Fronthauben mit elektrischem Antrieb
DE102015113222A1 (de) * 2015-08-11 2017-02-16 Kiekert Ag Sicherheitsvorrichtung mit einer Fronthaube und einem Bajonettverschlusssystem
FR3085397B1 (fr) * 2018-09-05 2020-10-16 Psa Automobiles Sa Ouvrant et encadrement avec serrure electrique et dispositif d’ejection de l’ouvrant de son encadrement
DE102020128865B4 (de) * 2020-11-03 2024-02-08 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Frontklappenantrieb, Frontklappensystem und Kraftfahrzeug
DE102021119876A1 (de) 2021-07-30 2023-02-02 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum vollelektrischen Öffnen einer Fahrzeugklappe

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Also Published As

Publication number Publication date
US20180266150A1 (en) 2018-09-20
WO2017054802A1 (fr) 2017-04-06
US11473346B2 (en) 2022-10-18
CN108138521B (zh) 2020-03-27
DE102015116669A1 (de) 2017-04-06
EP3356624A1 (fr) 2018-08-08
CN108138521A (zh) 2018-06-08

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