Engine hood lock and vehicle

Abstract

The invention relates to the technical field of automobile parts, and particularly provides an engine hood lock and a vehicle. The engine hood lock comprises a lock body and a lock catch. The lock body comprises a lock body support, a lock hook and a zipper transmission mechanism. Wherein the lock hook is arranged on the first rotating shaft, and a first elastic piece is arranged between the lock hook and the lock body support; the lock hook is provided with a first clamping portion, a second clamping portion and a lock opening, the lock catch extending into the lock opening can drive the lock hook to rotate to the locking position in the locking direction, and the first elastic piece can drive the lock hook to sequentially rotate to the initial unlocking position and the complete unlocking position from the locking position in the unlocking direction. The zipper transmission mechanism can be controlled to be matched with the first clamping portion in a clamped mode so that the lock hook can be locked at the locking position, or the zipper transmission mechanism can be matched with the second clamping portion in a clamped mode so that the lock hook can be locked at the initial unlocking position. The invention discloses an engine hood lock, and provides a hood lock structure which can be operated in a cockpit to completely unlock a lock catch.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and in particular to an engine hood lock. Additionally, this invention also relates to a vehicle. Background Technology

[0002] Whether it's a gasoline-powered car or a new energy vehicle, some important components are located in the front engine compartment. For example, the engine and transmission of gasoline-powered vehicles, and the air conditioning and control systems of electric vehicles are all located in the front engine compartment.

[0003] The engine hood is located on top of the front engine compartment and is secured to the vehicle body via a hood lock. Typically, the hood lock's latch is located on the hood, while the lock body is mounted on the vehicle frame in the front engine compartment. When the hood is closed downwards, the latch extends into the locking slot on the lock body and is locked in place by the latch, thus securing the hood.

[0004] Existing hood locks typically unlock via a cable. Pulling the cable causes the hook to rotate slightly, achieving initial unlocking. At this point, the operator needs to manually move a lever located at the front of the hood to rotate the hook again for complete unlocking. Then, the hood must be lifted upwards to fully disengage the latch, allowing the hood to be opened. This entire process is cumbersome and somewhat difficult, negatively impacting the user's experience with the vehicle. Summary of the Invention

[0005] In view of this, the present invention aims to provide an engine hood lock, which provides a hood lock structure that can be operated from inside the cockpit to fully unlock the latch.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] An engine hood lock includes a lock body and a latch;

[0008] The lock body includes a lock body bracket, a lock hook and a pull lock transmission mechanism disposed on the lock body bracket; the lock hook is rotatable on the lock body bracket, and a first elastic element is provided between the lock hook and the lock body bracket;

[0009] The lock hook is provided with a first locking part, a second locking part and a lock opening. The lock buckle that extends into the lock opening can drive the lock hook to rotate in the locking direction and reach the locking position where the lock buckle is locked on the lock body bracket.

[0010] The first elastic element can drive the lock hook to rotate in the unlocking direction, and from the locked position to the initial unlocking position that allows the latch to retract to the lock outlet, and the fully unlocking position that allows the latch to move out of the lock outlet;

[0011] The zipper drive mechanism can be operably engaged with the first locking part to lock the lock hook in the locked position, or engaged with the second locking part to lock the lock hook in the initial unlocked position.

[0012] Furthermore, a hook sleeve is provided on the hook, and the hook sleeve covers at least the part of the lock opening that contacts the buckle.

[0013] Furthermore, a first rotating shaft and a second rotating shaft are arranged in parallel on the lock body bracket, and the lock hook is disposed on the first rotating shaft;

[0014] The zipper transmission mechanism includes a lock hook clip disposed on the second rotating shaft, a second elastic element acting between the lock hook clip and the lock body bracket, and a pull cable connected to the lock hook clip for transmission.

[0015] The second elastic element is used to drive the locking hook clip closer to the locking hook to maintain the locking state of the locking hook, and the pull line is used to pull the locking hook clip away from the locking hook to release the locking of the locking hook.

[0016] Furthermore, the zipper transmission mechanism also includes a transmission frame mounted on the second rotating shaft, and the pull cable is connected to the transmission frame to pull the transmission frame to rotate;

[0017] The transmission frame is provided with a drive lever, which is inserted into the locking hook to drive the locking hook to rotate synchronously with the transmission frame; the second elastic element includes a first rotary torsion spring sleeved on the second rotating shaft, which elastically acts on the transmission frame to drive the transmission frame to rotate the locking hook to the locked state.

[0018] Furthermore, the zipper transmission mechanism also includes a reset plate and a second rotary torsion spring mounted on the first rotating shaft. The reset plate is connected to the transmission frame. When the pull cable pulls the transmission frame to rotate, it can drive the reset plate to rotate synchronously and leave the initial position.

[0019] The second rotary torsion spring acts between the lock body bracket and the reset plate, and can drive the reset plate back to the initial position after the traction force of the pull cable is released.

[0020] Furthermore, the lock hook is also provided with a limiting part. When the lock hook rotates along the unlocking direction to the fully unlocked position, the limiting part abuts against the lock hook latch, thereby restricting the lock hook from continuing to rotate.

[0021] Furthermore, it also includes a lock position detection unit; the lock position detection unit issues a first signal when the lock hook locks the latch onto the lock body bracket, and issues a second signal when the lock hook is in the initial unlock position.

[0022] Furthermore, the lock position detection unit includes a sensor and a trigger frame disposed on the lock body bracket, and a third elastic element acting between the trigger frame and the lock body bracket; the sensor is fixedly mounted on the lock body bracket, and the trigger frame is rotatable between a first position and a second position;

[0023] The trigger frame is held in the first position by the action of the third elastic element and triggers the sensor to emit the first signal; the latch that extends into the lock and is locked on the lock body bracket can drive the trigger frame to rotate to the second position and trigger the sensor to emit the second signal.

[0024] Furthermore, the third elastic element includes a tension spring and / or a third rotary torsion spring disposed between the lock body bracket and the trigger frame.

[0025] Compared with the prior art, the present invention has the following advantages:

[0026] The engine hood lock of the present invention features two engaging structures on the lock hook: a first locking portion and a second locking portion, corresponding to the locked position and the initial unlocking position of the lock hook, respectively. When the pull-lock transmission mechanism engages with the first locking portion, the lock hook is locked in the locked position, achieving complete locking of the latch. Manipulating the pull-lock transmission mechanism to disengage from the first locking portion and engage with the second locking portion locks the lock hook in the initial unlocking position, allowing the latch to reach a position near the lock opening outlet, achieving initial unlocking. When the pull-lock transmission mechanism is operated again to disengage from the second locking portion, the lock hook can continue to rotate in the unlocking direction under the drive of the first elastic element, reaching the fully unlocked position, thereby allowing the latch to be completely removed from the lock opening and disengaged from the lock body. Both unlocking operations of the pull-lock transmission mechanism can be completed from inside the cockpit via a cable or similar mechanism, thus providing a hood lock structure that can be operated from inside the cockpit to fully unlock the latch.

[0027] Furthermore, two parallel rotating shafts are arranged on the lock body bracket, housing the lock hook and the pull-lock transmission mechanism respectively. The lock hook catch, rotating on the second rotating shaft, can effectively hook onto or disengage from the lock hook, achieving position locking of the lock hook and forming a compact and efficient locking and transmission structure. The transmission frame fully utilizes the lever principle to enhance the force of the pull cable, increasing the driving force for the rotation of the lock hook catch. The transmission frame and the lock hook catch are connected by a drive lever and a receiving slot, achieving a transmission structure that allows the lock hook catch and the transmission frame to rotate synchronously within a confined space, thus optimizing the dimensions of the lock body.

[0028] Another object of the present invention is to provide a vehicle equipped with the engine hood lock described herein. The vehicle of the present invention possesses the technical advantages of the aforementioned engine hood lock. Attached Figure Description

[0029] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are for explaining the invention. The directional terms used, such as front / back, up / down, etc., are only used to indicate relative positional relationships and do not constitute an improper limitation of the invention. In the drawings:

[0030] Figure 1 This is a schematic diagram of the overall structure of the engine hood lock according to an embodiment of the present invention;

[0031] Figure 2 This is an exploded view of the engine hood lock according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the engine hood being locked from another perspective according to an embodiment of the present invention;

[0033] Figure 4 This is a schematic diagram of the transmission structure of the transmission frame, locking hook clip, locking hook, and reset plate described in an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of the engine hood lock in the locked position according to an embodiment of the present invention;

[0035] Figure 6 for Figure 5 The diagram shows the state structure of the other side of the engine hood lock;

[0036] Figure 7 This is a schematic diagram of the state structure of the engine hood lock in the initial unlocked position according to an embodiment of the present invention;

[0037] Figure 8 for Figure 7 The diagram shows the triggering state of the sensor by the trigger frame.

[0038] Figure 9 for Figure 7 The diagram shows the state structure of the other side of the engine hood lock;

[0039] Figure 10 This is a schematic diagram of the engine hood lock in the fully unlocked position according to an embodiment of the present invention;

[0040] Figure 11 for Figure 10 The diagram shows the state structure of the other side of the engine hood lock.

[0041] Explanation of reference numerals in the attached figures:

[0042] 1. Lock; 10. Fixing base; 100. Mounting hole;

[0043] 2. Lock body bracket; 20. Front bracket; 200. Socket hole; 21. Rear bracket; 210. Socket plate;

[0044] 3. Pull-lock transmission mechanism; 30. Pull cable; 300. Pull cable sheath; 31. Transmission frame; 310. Connecting hole; 311. Drive lever; 312. Support plate; 32. First rotary torsion spring; 33. Reset plate; 330. Reset lever; 34. Second rotary torsion spring;

[0045] 4. Locking hook clip; 40. Receiving groove; 41. Clip head;

[0046] 5. Locking hook; 50. Locking hook sleeve; 500. Locking port; 51. First locking part; 52. Second locking part; 53. Limiting part; 54. Unlocking torsion spring;

[0047] 61. First pivot; 62. Second pivot;

[0048] 7. Lock position detection unit; 70. Sensor; 700. Elastic pressure plate; 71. Trigger frame; 710. Pressure platform; 711. Pressure plate; 712. Tension spring hook; 72. Tension spring; 73. Third rotary torsion spring;

[0049] 800, Locked position; 801, Initial unlocked position; 802, Fully unlocked position. Detailed Implementation

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0051] In the description of this invention, it should be stated that the use of terms such as "up," "down," "left," "right," "front," "rear," "inner," and "outer" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings. These terms are used solely for the purpose of describing the invention and do not imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Taking the vehicle described in this invention as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and vice versa. The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and vice versa. The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and vice versa. "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner," and the opposite side is "outer." The rotation direction shown in 'a' is clockwise from the front view, which is also the locking direction of the lock hook; the opposite is the unlocking direction (counterclockwise).

[0052] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances. The limiting terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this invention are merely for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance.

[0053] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0054] Example 1

[0055] This embodiment relates to an engine hood lock, providing a hood lock structure that can be operated from inside the cockpit to fully unlock latch 1; one exemplary structure is as follows: Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown.

[0056] Overall, the engine hood lock includes a lock body and a latch 1. The lock body includes a lock body bracket 2, a latch 5 and a pull lock transmission mechanism 3 disposed on the lock body bracket 2. Meanwhile, the latch 5 is rotatable on the lock body bracket 2, and a first elastic element is provided between the latch 5 and the lock body bracket 2.

[0057] The lock hook 5 is provided with a first locking part 51, a second locking part 52, and a lock opening 500. The latch 1 extending into the lock opening 500 can drive the lock hook 5 to rotate in the locking direction and reach the locking position 800, which locks the latch 1 onto the lock body bracket 2. The first elastic element can drive the lock hook 5 to rotate in the unlocking direction and move from the locking position 800 to the initial unlocking position 801, which allows the latch 1 to retract to the exit of the lock opening 500, and the fully unlocking position 802, which allows the latch 1 to move out of the lock opening 500. At the same time, the pull lock transmission mechanism 3 can be operated to engage with the first locking part 51 to lock the lock hook 5 in the locking position 800, or engage with the second locking part 52 to lock the lock hook 5 in the initial unlocking position 801.

[0058] Specifically, in this embodiment, the lock body bracket 2 is provided with a first rotating shaft 61, the lock hook 5 is disposed on the first rotating shaft 61, and the first elastic element is an unlocking torsion spring 54 sleeved on the first rotating shaft 61. When the lock hook 5 is in the locked position 800, the lock hook 5 can lock the latch 1 onto the lock body bracket 2; when the lock hook 5 is in the preliminary unlocking position 801, it allows the latch 1 to retract to the exit of the lock opening 500; when the lock hook 5 is in the fully unlocked position 802, it allows the latch 1 to move out of the lock opening 500.

[0059] It should be noted that, based on the above-described overall design concept, the technical solution of the present invention can adopt various different specific implementation structures, forms, or configuration sequences. For example, the lock body bracket 2 described above can be an integral structure or a split structure; the pull-lock transmission mechanism 3 can be driven by a pull cable or by a motor; the specific arrangement sequence and device method of the lock hook 5, lock hook clip 4, pull-lock transmission mechanism 3, etc., on the lock body bracket 2 can also be flexibly adjusted. For parts required for the implementation of the overall solution but not covered in the above overall setup, reasonable and flexible designs can be made by referring to mature design methods in the field and the actual situation during implementation.

[0060] The specific implementation scheme described below is merely one of the preferred solutions among the many solutions that can be formed by the various combinations and variations described above. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the various combinations and variations described above, as well as the specific implementation scheme of this embodiment, are all within the protection scope of this invention.

[0061] Specifically, such as Figure 5As shown, in this embodiment, the first elastic element is an unlocking torsion spring 54 sleeved on the first rotating shaft 61; one end of the unlocking torsion spring 54 acts on the lock body bracket 2, and the other end acts on the lock hook 5, so as to provide sufficient rotational driving force to the lock hook 5 in the unlocking direction.

[0062] Furthermore, in this embodiment, a hook sleeve 50 is fitted onto the hook 5. The size of the hook sleeve 50 can be flexibly set, with the principle that the hook sleeve 50 can at least cover the part of the lock opening 500 that contacts the latch 1. By fitting the hook sleeve 50 onto the hook 5, the surface of the hook 5 can be protected, achieving flexible contact between the hook 5 and the latch 1, and avoiding abnormal noises, surface damage, etc. caused by hard collisions between the latch 1 and the hook 5.

[0063] The specific structural forms of the first locking part 51 and the second locking part 52 can be flexibly designed, with the principle of being able to engage with the locking hook 4 to achieve locking. In this embodiment, the first locking part 51 and the second locking part 52 are both protrusions integrally formed on the locking hook 5. The two protrusions are arranged at intervals on an arc with the first rotating shaft 61 as the center. Correspondingly, the end of the locking hook 4 is provided with a locking head 41, which can hook onto the first locking part 51 or the second locking part 52 to prevent the locking hook 5 from rotating in the unlocking direction.

[0064] Meanwhile, in order to facilitate the smooth rotation of the locking hook 5 from the fully unlocked position 802 to the locked position 800 during the process of the locking buckle 1 being inserted into the locking port 500, the side of the first locking part 51 and the second locking part 52 facing the locking head 41 should be set as an arc-shaped guide surface, so as to facilitate the movement of &4 away from the locking hook 5, thereby facilitating the first locking part 51 or the second locking part 52 to pass over the locking head 41.

[0065] Additionally, a limiting part 53 can be provided on the hook 5. This limiting part 53 is arranged similarly to the first locking part 51 and the second locking part 52, and is spaced apart from the first locking part 51 and the second locking part 52 along an arc centered on the first rotating shaft 61. When the hook 5 rotates in the unlocking direction to the fully unlocked position 802, the limiting part 53 abuts against the hook catch 4, thus restricting further rotation of the hook 5. The simultaneous provision of the limiting part 53 on the hook 5, along with the blocking effect of the hook catch 4 on the limiting part 53, restricts the rotation of the hook 5 in the unlocking direction, ensuring that the hook 5 can be accurately positioned at the fully unlocked position 802.

[0066] To facilitate the assembly of the lock body, the lock body bracket 2 preferably adopts a split structure, that is, the lock body bracket 2 is designed to be... Figure 2The two parts, which are fastened together in the X direction, specifically include a front bracket 20 and a rear bracket 21. The front bracket 20 is provided with a insertion hole 200, and a corresponding insertion plate 210 is provided on the rear bracket 21. The insertion plate 210 is inserted into the insertion hole 200 to achieve positioning and assembly between the front bracket 20 and the rear bracket 21. At the same time, the front bracket 20 and the rear bracket 21 are firmly connected into one piece by means of a first rotating shaft 61 arranged in the X direction.

[0067] In addition, to facilitate the installation of the lock body bracket 2 on the vehicle frame, several mounting holes can be provided on the front bracket 20 and the rear bracket 21. Simultaneously, to ensure that the aforementioned unlocking torsion spring 54, as well as the first rotary torsion spring 32, the reset plate 33, the tension spring 72, and the third rotary torsion spring 73, have stable points of action on the lock body bracket 2, hook holes, protrusions, or other structures can be provided at suitable locations so that one end of the spring can reliably act on the lock body bracket 2. Regarding the installation of the lock body bracket 2 on the vehicle frame, the latch 1 can be fixed to the engine hood via the fixing seat 10. The fixing seat 10 has two mounting holes 100, and the fixing seat 10 is fixed to a suitable position on the engine hood using bolts, rivets, or other fastening methods.

[0068] Furthermore, the lock body bracket 2 in this embodiment is also provided with a second rotating shaft 62, which is arranged parallel to the first rotating shaft 61; the zipper transmission mechanism 3 includes a lock hook 4 provided on the second rotating shaft 62, a second elastic element acting between the lock hook 4 and the lock body bracket 2, and a pull cable 30 connected to the lock hook 4. The second elastic element is used to drive the lock hook 4 closer to the lock hook 5 to maintain the locked state of the lock hook 5, and the pull cable 30 is used to pull the lock hook 4 away from the lock hook 5 to release the lock hook 5.

[0069] Two rotating shafts are arranged in parallel on the lock body bracket 2, and a lock hook 5 and a pull lock transmission mechanism 3 are arranged on them respectively. The lock hook clip 4, which rotates on the second rotating shaft 62, can hook or disengage from the lock hook 5 well, thereby locking the position of the lock hook 5 and forming a compact and good locking and transmission structure.

[0070] Specifically, such as Figure 4 and combined Figures 5 to 11 As shown, the zipper transmission mechanism 3 of this embodiment also includes a transmission frame 31 mounted on the second rotating shaft 62. A pull cable 30 is connected to the transmission frame 31 to pull the transmission frame 31 to rotate. The transmission frame 31 is provided with a drive lever 311, which is inserted into the lock hook 4 to drive the lock hook 4 to rotate synchronously with the transmission frame 31. The second elastic element includes a first rotary torsion spring 32 sleeved on the second rotating shaft 62. The first rotary torsion spring 32 elastically acts on the transmission frame 31 to drive the transmission frame 31 to rotate the lock hook 4 to the locked state.

[0071] Of course, the zipper transmission mechanism 3 can be driven by a motor in addition to the pull cable 30. When the pull cable 30 is used, the pull cable sheath 300 of the pull cable 30 is fixed on the lock body bracket 2, and the end of the pull cable 30 is set in the connecting hole 310 on the transmission frame 31. When the pull cable 30 is pulled, the transmission frame 31 is driven to rotate relative to the lock body bracket 2, and drives the lock hook 4 to rotate synchronously, so as to temporarily disengage the lock hook 5.

[0072] The transmission frame 31 is designed to leverage the lever principle to enhance the force of the pull cable 30 and increase the driving force for the rotation of the lock hook 4. The transmission frame 31 and the lock hook 4 are connected by the drive lever 311 and the receiving lever groove 40, which enables the synchronous rotation of the lock hook 4 and the transmission frame 31 in a small space, thus optimizing the size of the lock body. Utilizing the elasticity of the first rotary torsion spring 32 between the lock body bracket 2 and the transmission frame 31, when the pull cable 30 is released, the transmission frame 31 and the lock hook 4 can be driven to rotate back to their initial positions by the elastic force of the first rotary torsion spring 32, achieving an automatic reset function and ensuring the locking state between the lock hook 4 and the lock hook 5.

[0073] Based on the above configuration, a reset plate 33 can also be provided in the zipper transmission mechanism 3. Specifically, a reset plate 33 and a second rotary torsion spring 34 are sleeved on the first rotating shaft 61. The reset plate 33 is connected to the transmission frame 31, and the second rotary torsion spring 34 acts elastically between the lock body bracket 2 and the reset plate 33. The transmission frame 31 is provided with a support plate 312 extending towards the first rotating shaft 61, and the reset plate 33 is provided with a reset lever 330 that abuts against the support plate 312. When the pull cable 30 pulls the transmission frame 31 to rotate, the support plate 312 will move the reset lever 330, thereby causing the reset plate 33 to rotate synchronously and leave the initial position. When the pull cable 30 is released, under the action of the second rotary torsion spring 34, the reset plate 33 is driven back to the initial position, thereby causing the lock hook 5 and the lock hook clip 4 to return to the initial position synchronously.

[0074] A reset plate 33 is added to the zipper transmission mechanism 3. With the help of the elastic force of the second rotary torsion spring 34, it can provide good assistance for the rotary reset of the transmission frame 31 and the lock hook 4, thereby ensuring the stable realization of the rotary reset function of the lock hook 4. This ensures that the lock hook 4 can quickly return to the locked state after the pull cable 30 is released, so as to lock the lock hook 5 in the expected position.

[0075] like Figure 8As shown, the engine hood lock in this embodiment also includes a lock position detection unit 7; this lock position detection unit 7 is used to detect the position of the latch 1 and the hook 5. When the hook 5 locks the latch 1 onto the lock body bracket 2, the lock position detection unit 7 sends a first signal; when the hook 5 is in the initial unlock position 801, the lock position detection unit 7 sends a second signal. By setting the lock position detection unit 7, the position of the latch 1 and the hook 5 can be monitored in real time; this not only facilitates the driver's timely understanding of the engine hood's unlocking status, but also provides accurate control signals for the electric drive opening control of the engine hood.

[0076] Specifically, such as Figures 5 to 11 As shown, the lock position detection unit 7 includes a sensor 70 and a trigger frame 71 mounted on the lock body bracket 2, and a third elastic element acting between the trigger frame 71 and the lock body bracket 2. The sensor 70 can be fixed to the lock body bracket 2 as a limit switch, and the third elastic element is preferably a tension spring 72 and / or a third rotary torsion spring 73. When using a tension spring 72, both ends of the tension spring 72 are respectively hung on the trigger frame 71 and the lock body bracket 2. When using a third rotary torsion spring 73, both the third rotary torsion spring 73 and the trigger frame 71 can be sleeved on the second rotating shaft 62, and both ends of the third rotary torsion spring 73 act on the lock body bracket 2 and the trigger frame 71 respectively.

[0077] The trigger frame 71 is equipped with a pressure plate 710, a pressure plate 711, and a spring hook 712. When the latch 1 extends into the lock opening 500 and is locked onto the latch 1, the latch 1 pushes the pressure plate 710 to drive the trigger frame 71 to rotate. The pressure plate 711 is used to trigger the sensor 70 to operate, and the spring hook 712 is used to hang the spring 72. The trigger frame 71 can rotate between a first position and a second position within a certain rotation angle range. The trigger frame 71 is held in the first position by the action of a third elastic element. At this time, the pressure plate 711 presses down on the elastic pressure plate 700, triggering the sensor 70 to send a first signal. When the latch 1 extends into the lock opening 500 and is locked onto the lock body bracket 2, the latch 1 pushes down the pressure plate 710, driving the trigger frame 71 to rotate clockwise away from the first position and reach the second position. The pressure plate 711 moves away from the elastic pressure plate 700, thereby triggering the sensor 70 to send a second signal.

[0078] A trigger frame 71 is mounted on the lock body bracket 2. The trigger frame 71 is held in a first position by the elastic constraint of a third elastic element. When the latch 1 enters the lock opening 500 and is locked onto the lock body bracket 2, it pushes the trigger frame 71 to rotate, causing the trigger frame 71 to reach a second position. Different positions of the trigger frame 71 can trigger different states of the sensor 70, thereby emitting different signals. This allows for timely monitoring of the position of the latch 1 and the locking status of the lock hook 5. This configuration is not only simple and effective in its overall structure but also easy to implement technically.

[0079] Furthermore, by configuring elastic elements such as tension spring 72 and third rotary torsion spring 73, when the lock hook 5 rotates to the initial unlocking position 801 or the fully unlocking position 802, the latch 1 retracts to the outlet of the lock opening 500 or completely disengages from the lock body; the latch 1 completely disengages from the push on the trigger frame 71, and the trigger frame 71 can quickly rotate back to the first position under the action of the aforementioned elastic elements, thereby accurately realizing the signal switching of the sensor 70.

[0080] In summary, the engine hood lock of this embodiment, by providing two engaging structures, a first locking part 51 and a second locking part 52, on the lock hook 5, corresponding to the locking position 800 and the initial unlocking position 801 of the lock hook 5 respectively, can lock the lock hook 5 in the locking position 800 when the pull-lock transmission mechanism 3 engages with the first locking part 51, thus achieving complete locking of the latch 1; by manipulating the pull-lock transmission mechanism 3 to disengage from the first locking part 51 and reach the position where it engages with the second locking part 52, the lock hook 5 can be locked in the initial unlocking position 801, so that the latch 1 can reach the position near the exit of the lock opening 500, thus achieving initial unlocking.

[0081] When the pull-lock transmission mechanism 3 is operated again to disengage it from the second locking part 52, the lock hook 5 can continue to rotate in the unlocking direction under the drive of the first elastic member until it reaches the fully unlocked position 802, thereby allowing the latch 1 to be completely removed from the lock opening 500 and disengaged from the lock body. Both unlocking operations of the pull-lock transmission mechanism 3 can be completed in the cockpit through mechanisms such as the pull cable 30, thus providing a hood lock structure that can be operated in the cockpit to fully unlock the latch 1.

[0082] Example 2

[0083] This embodiment relates to a vehicle, which is equipped with the engine hood lock provided in Embodiment 1.

[0084] Using the engine hood lock of the present invention, the driver can first move the engine hood latch handle in the cockpit, and the locking hook 5 is released by the locking hook clip 4 and rotated to the initial unlocking position 801, so that the lock 1 is initially unlocked. Then, by moving the engine hood latch handle again, the locking hook 5 is released by the locking hook clip 4 again and rotated to the fully unlocking position 802, so that the lock 1 is fully unlocked.

[0085] Based on the setting of the lock position detection unit 7, an electric drive mechanism can be configured for opening the engine hood at the same time. When the signal sent by the lock position detection unit 7 changes from the first signal to the second signal (the switch signal changes), and the engine hood handle is moved twice in succession, the electric drive structure is controlled to drive the engine hood to open, realizing the automatic opening function of the engine hood and eliminating the need for manual operation of opening the engine hood.

[0086] Based on the overall configuration of the engine hood lock of this invention, its positional status during locking and unlocking processes is as follows:

[0087] like Figure 5 , Figure 6 As shown, when the engine hood is closed, the latch 1 extends into the lock opening 500 and applies a downward force to the pressure plate 710, while simultaneously causing the lock hook 5 to rotate clockwise to the locking position 800, so that the latch 1 is locked onto the lock body bracket 2; due to the push of the latch 1 against the pressure plate 710, the trigger frame 71 rotates clockwise, the tension spring 72 is stretched, the pressure plate 711 moves away from the elastic pressure plate 700, and the trigger sensor 70 sends out a second signal.

[0088] After the latch 1 is locked onto the lock body bracket 2, without any external force applied to the pull cable 30, the first rotary torsion spring 32 applies a counterclockwise force to the transmission frame 31 around the second rotating shaft 62. The transmission frame 31 drives the lock hook 4 to move counterclockwise around the second rotating shaft 62. The locking head 41 of the lock hook 4 is tightly engaged with the first locking part 51, resisting the counterclockwise force of the unlocking torsion spring 54 on the lock hook 5, thereby locking the lock hook 5 in the locked position 800.

[0089] When the driver applies external force to 30 for the first time through the hood latch inside the vehicle, the transmission frame 31 resists the force of the first rotary torsion spring 32 and drives the locking hook 4 to move clockwise around the second rotating shaft 62. The locking head 41 of the locking hook 4 disengages from the first locking part 51. The unlocking torsion spring 54 applies force to the locking hook 5, causing it to rotate counterclockwise around the first rotating shaft 61. The latch 1 moves upward and reaches the position where... Figures 7 to 9 The state.

[0090] After the pull cable 30 is released, the reset plate 33 rotates clockwise around the first rotating shaft 61 under the force of the second rotary torsion spring 34. The transmission frame 31 rotates counterclockwise around the second rotating shaft 62 after being pushed by the reset plate 33 and the force of the first rotary torsion spring 32, and returns to the initial position. It also drives the locking hook 4 to rotate counterclockwise so as to engage with the second locking part 52, thereby locking the locking hook 5 in the initial unlocking position 801.

[0091] Simultaneously, as the latch 1 leaves the pressure plate 710, the trigger frame 71 rotates counterclockwise around the second pivot 62 under the action of the tension spring 72 and the third torsion spring 73. The pressure plate 711 returns to the elastic pressure plate 700, thus pressing down the elastic pressure plate 700. This triggers the sensor 70 to emit a first signal. The sensor 70 can transmit the signal to the vehicle interior via the engine compartment wiring harness, and can be indicated by illuminating the hood opening indicator light. A limiting structure can be provided between the trigger frame 71 and the lock body bracket 2 to restrict the rotation range of the trigger frame 71 to between the first and second positions.

[0092] like Figure 10 and Figure 11 As shown, when the driver pulls the cable 30 again through the hood lever inside the vehicle, the transmission frame 31 resists the force of the first rotary torsion spring 32 and drives the locking hook 4 to move clockwise around the second rotating shaft 62. The locking hook 4 disengages from the second locking part 52, and the unlocking torsion spring 54 applies a force to the locking hook 5, causing it to rotate counterclockwise around the first rotating shaft 61. At the same time, the latch 1 moves upward and completely leaves the lock opening 500, achieving complete unlocking and disengagement.

[0093] After the cable 30 is released, under the action of the reset plate 33, the second rotary torsion spring 34, the first rotary torsion spring 32, etc., the transmission frame 31 and the locking hook clip 4 return to their initial positions and engage with the limiting part 53, locking the locking hook 5 in the fully unlocked position 802. At this point, the entire opening and closing process of the engine hood is completed. The above process is repeated when closing and opening the engine hood again.

[0094] It is evident that equipping a vehicle with the engine hood lock of this invention provides excellent control conditions for opening the engine hood, simplifies the entire operation, reduces the difficulty of opening the engine hood, and thus enhances the user experience of the vehicle.

[0095] The above description is merely a preferred embodiment of the present invention. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement the present invention, and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine hood lock characterized in that: it comprises a lock body and a lock catch (1); the lock body comprises a lock body support (2), a lock hook (5) and a zipper transmission mechanism (3) arranged on the lock body support (2), the lock hook (5) is rotatable on the lock body support (2), and a first elastic member is arranged between the lock hook (5) and the lock body support (2); the lock hook (5) is provided with a first clamping portion (51), a second clamping portion (52) and a lock opening (500), the lock catch (1) inserted into the lock opening (500) can drive the lock hook (5) to rotate in a locking direction and reach a locking position (800) for locking the lock catch (1) on the lock body support (2); the first elastic member can drive the lock hook (5) to rotate in an unlocking direction and sequentially reach a preliminary unlocking position (801) allowing the lock catch (1) to retreat to the outlet of the lock opening (500) and a complete unlocking position (802) allowing the lock catch (1) to move out of the lock opening (500); the zipper transmission mechanism (3) can be controlled to be in clamping cooperation with the first clamping portion (51) to lock the lock hook (5) in the locking position (800), or in clamping cooperation with the second clamping portion (52) to lock the lock hook (5) in the preliminary unlocking position (801).

2. The engine hood lock according to claim 1, characterized in that: a lock hook sheath (50) is sleeved on the lock hook (5), and the lock hook sheath (50) covers at least the part of the lock opening (500) in contact with the lock catch (1).

3. The engine hood lock according to claim 1, characterized in that: first and second rotating shafts (61, 62) are arranged in parallel on the lock body support (2), and the lock hook (5) is arranged on the first rotating shaft (61); the zipper transmission mechanism (3) comprises a lock hook clamp (4) arranged on the second rotating shaft (62), a second elastic member acting between the lock hook clamp (4) and the lock body support (2), and a pull wire (30) transmissionally connected to the lock hook clamp (4); the second elastic member is used to drive the lock hook clamp (4) to approach the lock hook (5) to maintain the locking state of the lock hook (5), and the pull wire (30) is used to pull the lock hook clamp (4) away from the lock hook (5) to release the locking of the lock hook (5).

4. The engine hood lock according to claim 3, characterized in that: the zipper transmission mechanism (3) further comprises a transmission frame (31) arranged on the second rotating shaft (62), and the pull wire (30) is connected to the transmission frame (31) to pull the transmission frame (31) to rotate; the transmission frame (31) is provided with a driving tab (311) inserted into the lock hook clamp (4) to drive the lock hook clamp (4) to rotate synchronously with the transmission frame (31). The second elastic member comprises a first rotary torsion spring (32) sleeved on the second rotating shaft (62), which elastically acts on the transmission frame (31) to drive the transmission frame (31) to rotate the locking hook (4) to the locking state.

5. The hood lock of claim 4, wherein: The puller cable (30) can drive the reset plate (33) to rotate synchronously and move away from the initial position when the puller cable (30) drives the transmission frame (31) to rotate; the second rotary torsion spring (34) acts between the lock body support (2) and the reset plate (33) and can drive the reset plate (33) to return to the initial position after the pulling force of the puller cable (30) is removed.

6. The hood lock of claim 1, wherein: The locking hook (5) is further provided with a limiting portion (53), and when the locking hook (5) rotates to the fully unlocked position (802) in the unlocking direction, the limiting portion (53) abuts against the locking hook catch (4) to limit the continuous rotation of the locking hook (5).

7. The hood lock of any one of claims 1 to 6, wherein: Further comprising a lock position detection unit (7); The lock position detection unit (7) sends a first signal when the locking hook (5) locks the lock catch (1) on the lock body support (2) and sends a second signal when the locking hook (5) is in the preliminary unlocked position (801).

8. The hood lock of claim 7, wherein: The lock position detection unit (7) comprises a sensor (70) and a trigger frame (71) provided on the lock body support (2) and a third elastic member acting between the trigger frame (71) and the lock body support (2); The sensor (70) is fixed to the lock body support (2), and the trigger frame (71) can rotate between a first position and a second position; The trigger frame (71) is kept in the first position by the third elastic member and triggers the sensor (70) to send the first signal; The lock catch (1) that extends into the lock opening (500) and is locked on the lock body support (2) can drive the trigger frame (71) to rotate to the second position and trigger the sensor (70) to send the second signal.

9. The hood lock of claim 8, wherein: The third elastic member comprises a tension spring (72) and / or a third rotary torsion spring (73) provided between the lock body support (2) and the trigger frame (71).

10. A vehicle, wherein: The vehicle is provided with the hood lock of any one of claims 1 to 9. ​

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