Engine hood lock and vehicle

Abstract

The invention 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 bracket, and a lock hook, a zipper transmission mechanism and an exploder which are arranged on the lock body bracket; 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, and the lock catch stretching into the lock opening can drive the lock hook to rotate to the locking position. The first elastic piece can drive the lock hook to rotate to the initial unlocking position and the complete unlocking position in the unlocking direction. The zipper transmission mechanism can be connected with the first clamping portion or the second clamping portion in a clamped mode so that the lock hook can be locked at the locking position or the preliminary unlocking position, and the zipper transmission mechanism can be driven by external force or the action of the exploder to release the locking state of the lock hook. According to the engine hood lock, the exploder is triggered to drive the engine hood to bounce actively, so that the damage of the engine hood to pedestrians when the pedestrians collide at the front end of a vehicle is reduced.

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.

[0005] Meanwhile, with the development of the automotive industry, automobiles are no longer limited to improving the convenience of occupants; they are also increasingly focused on protecting pedestrians outside the vehicle. For example, in the event of a frontal collision, if the vehicle hits a pedestrian, the hood, securely locked to the vehicle by a hood lock, can easily collide with the pedestrian, causing serious injury. These issues present new requirements for the design and development of hood locks, necessitating in-depth research and improvement of existing hood locks. Summary of the Invention

[0006] In view of this, the present invention aims to provide an engine hood lock to reduce the injury to pedestrians caused by the engine hood when a collision occurs at the front of a vehicle.

[0007] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0008] An engine hood lock includes a lock body and a latch, wherein the lock body includes a lock body bracket, and a lock hook, a pull lock transmission mechanism and an initiator disposed on the lock body bracket;

[0009] 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. The lock hook is provided with a first locking part, a second locking part, and a lock opening.

[0010] The latch extending into the lock can drive the lock hook to rotate in the locking direction and reach the locking position where the latch is locked onto the lock body bracket; the first elastic element can drive the lock hook to rotate in the unlocking direction and move from the locking position to the initial unlocking position where the latch is allowed to retract to the lock outlet, and to the fully unlocking position where the latch is allowed to move out of the lock.

[0011] The pull-lock transmission mechanism can engage with the first locking part or the second locking part respectively to lock the lock hook in the locked position or the initial unlocked position, and the pull-lock transmission mechanism can be released from the locked state of the lock hook by external force or the action of the detonator.

[0012] 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; the pull lock transmission mechanism includes a lock hook clamp disposed on the second rotating shaft, a second elastic element acting between the lock hook clamp and the lock body bracket, and a pull line; the second elastic element is used to drive the lock hook clamp closer to the lock hook to maintain the locked state, and the pull line and the detonator are both connected to the lock hook clamp to drive the lock hook clamp away from the lock hook to release the locked state.

[0013] 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; and / or, a clip sleeve is provided on the hook clip, and the second elastic element includes a snap-fit ​​torsion spring fitted on the clip sleeve.

[0014] Furthermore, the pull-lock 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 from the initial position to the unlocked position; the detonator is connected to the transmission frame to drive the transmission frame to rotate from the initial position to the unlocked position;

[0015] The transmission frame is provided with a driving part, and a support plate is provided on the lock hook clip corresponding to the driving part; the transmission frame rotated to the unlock position can drive the lock hook clip to release the locking state, and a first rotary torsion spring is provided between the transmission frame and the lock body bracket to drive the transmission frame back to the initial position.

[0016] Furthermore, the lock body bracket is also provided with a third rotating shaft, and a detonating lever is rotatably mounted on the third rotating shaft. The detonating lever is connected to the transmission frame. One end of the detonator is fixed to the lock body bracket, and the other end abuts against the end of the detonating lever. When the detonator is triggered, it drives the detonating lever to rotate away from its original position, thereby causing the transmission frame to rotate from the initial position to the unlocked position.

[0017] Furthermore, a second rotary torsion spring is sleeved on the third rotating shaft, the second rotary torsion spring being used to drive the detonating plate back to the original position; and / or, the detonating plate is provided with a toggle pin, the detonating plate driving the transmission frame to rotate via the toggle pin.

[0018] Furthermore, it also includes a lock detection unit;

[0019] The lock position detection unit sends a second signal when the lock hook locks the latch onto the lock body bracket, and sends a first signal when the lock hook is in the initial unlock position.

[0020] 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 trigger frame is rotatable between a first position and a second position, 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 extending into the lock slot and 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.

[0021] Furthermore, the lock body bracket is provided with a fourth rotating shaft, the trigger frame is rotatably mounted on the fourth rotating shaft, and the fourth rotating shaft is provided with a lever frame that is pulsatingly connected to the trigger frame; the third elastic element includes a tension spring disposed between the lock body bracket and the lever frame and / or a third rotary torsion spring acting between the lock body bracket and the trigger frame.

[0022] Compared with the prior art, the present invention has the following advantages:

[0023] The engine hood lock of the present invention has two engaging structures on the lock hook, a first locking part and a second locking part, which correspond to the locked position and the initial unlocking position of the lock hook, respectively. When the pull-lock transmission mechanism is pulled or the detonator is triggered to drive the pull-lock transmission mechanism, the locked state of the locked lock hook is released, allowing the lock hook to rotate from the locked position to the initial unlocking position, so that the lock hook can reach a position close to the lock outlet and achieve initial unlocking. In this way, when a pedestrian collision occurs at the front of the vehicle, the detonator is triggered and can drive the engine hood to actively pop up, giving the engine hood a certain vertical buffer movement space, thereby forming a buffer zone in the pedestrian's head impact area, which helps to reduce the injury to the pedestrian caused by the engine hood when the front of the vehicle collides with a pedestrian.

[0024] Furthermore, by setting a third rotating shaft on the lock body bracket and using the detonating paddle on the third rotating shaft as a transmission mechanism, the transmission frame in the pull lock transmission mechanism can be moved, which can effectively drive the lock hook to switch between the locked and unlocked states. This creates a smooth transmission path between the detonator and the lock hook, which is beneficial for using the impact force of the detonator's action to effectively drive the unlocking of the pull lock transmission mechanism, thus causing the lock hook to rotate from the locked position to the initial unlocked position.

[0025] 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

[0026] 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:

[0027] Figure 1 This is a schematic diagram of the overall structure of the engine hood lock according to an embodiment of the present invention;

[0028] Figure 2 This is an exploded view of the engine hood lock according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the engine hood lock structure after the front bracket is hidden, as described in an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram of the engine hood lock structure after the rear bracket is hidden, as described in an embodiment of the present invention;

[0031] Figure 5 This is a schematic diagram of the engine hood lock in the locked position according to an embodiment of the present invention;

[0032] Figure 6 for Figure 5 The diagram shows the state structure of the other side of the engine hood lock;

[0033] 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;

[0034] Figure 8 for Figure 7 The diagram shows the triggering state of the sensor by the trigger frame.

[0035] Figure 9 This is a schematic diagram of the engine hood lock in the fully unlocked position according to an embodiment of the present invention;

[0036] Figure 10 for Figure 9 The diagram shows the state structure of the other side of the engine hood lock.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. Lock; 10. Fixing base; 100. Mounting hole;

[0039] 2. Lock body bracket; 20. Front bracket; 21. Rear bracket; 210. Detonator fixing hole; 22. Inner bracket;

[0040] 3. Pull-lock transmission mechanism; 30. Pull cable; 300. Pull cable sheath; 31. Transmission frame; 310. Connecting hole; 311. Drive unit; 312. Support unit; 32. First rotary torsion spring;

[0041] 4. Locking hook clip; 40. Support plate; 41. Clip head; 42. Clip sleeve; 43. Clip-mounted torsion spring;

[0042] 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;

[0043] 61. First pivot; 62. Second pivot; 63. Third pivot; 64. Fourth pivot; 65. Fifth pivot;

[0044] 7. Lock position detection unit; 70. Sensor; 700. Elastic pressure plate; 71. Trigger frame; 710. Pressure plate; 711. Pressure plate; 72. Tension spring; 720. Actuating frame; 73. Third rotary torsion spring;

[0045] 8. Detonator; 80. Detonation lever; 81. Actuating pin; 82. Second rotary torsion spring. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0047] 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).

[0048] 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.

[0049] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0050] Example 1

[0051] This embodiment relates to an engine hood lock, which can reduce the injury to pedestrians caused by the engine hood when the front of the vehicle collides with a pedestrian; an exemplary structure is as follows: Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown.

[0052] Overall, the engine hood lock includes a lock body and a latch 1. The lock body includes a lock body bracket 2, and a latch 5, a pull-lock transmission mechanism 3, and a detonator 8 mounted on the lock body bracket 2; the detonator 8 is triggered when the front of the vehicle is impacted. 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. The latch 5 has a first locking part 51, a second locking part 52, and a latch 500. The latch 1, extending into the latch 500, can drive the latch 5 to rotate in the locking direction, reaching a locking position that locks the latch 1 onto the lock body bracket 2. The first elastic element can drive the latch 5 to rotate in the unlocking direction, sequentially moving from the locking position to a preliminary unlocking position allowing the latch 1 to retract to the outlet of the latch 500, and a fully unlocked position allowing the latch 1 to move out of the latch 500. The pull-lock transmission mechanism 3 can engage with the first locking part 51 or the second locking part 52 respectively to lock the hook 5 in the locked position or the initial unlocked position; moreover, the pull-lock transmission mechanism 3 can be released from the locked state of the hook 5 by external force or the action of the detonator 8.

[0053] 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, the lock hook 5 can lock the latch 1 onto the lock body bracket 2; when the lock hook 5 is in the initial unlocked position, 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, it allows the latch 1 to move out of the lock opening 500.

[0054] It should be noted that, based on the above-mentioned overall design concept, the technical solution of the present invention can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the lock body bracket 2 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 the parts required for the implementation of the overall solution but not involved in the above overall setup, reasonable and flexible design can be made by referring to mature setup methods in the field and the actual situation during implementation. The specific implementation scheme described below in this embodiment is only one of the many solutions that can be formed by the above-mentioned combinations and variations. 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 above-mentioned combinations and variations, as well as the specific implementation scheme of this embodiment, are all within the protection scope of the present invention.

[0055] Specifically, such as Figure 2 As 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.

[0056] 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.

[0057] 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.

[0058] Meanwhile, in order to facilitate the smooth rotation of the hook 5 from the fully unlocked position to the locked position as the latch 1 extends into the lock opening 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 the hook latch 4 away from the hook 5, thereby facilitating the first locking part 51 or the second locking part 52 to pass over the locking head 41 of the hook latch 4.

[0059] 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, the limiting part 53 abuts against the hook catch 4, thus restricting further rotation of the hook 5. The limiting part 53 on the hook 5, combined with the blocking effect of the hook catch 4, restricts the rotation of the hook 5 in the unlocking direction, ensuring that the hook 5 is accurately positioned at the fully unlocked position.

[0060] 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 direction shown in the X direction, specifically include a front bracket 20 and a rear bracket 21. The front bracket 20 may be provided with a plug-in hole, and a corresponding plug-in plate is provided on the rear bracket 21. The plug-in plate is inserted into the plug-in hole to realize the 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 and a second rotating shaft 62 described below.

[0061] 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, tension spring 72, and 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.

[0062] Furthermore, the lock body bracket 2 in this embodiment is also provided with the aforementioned second rotating shaft 62, which is arranged parallel to the first rotating shaft 61; the pull lock 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. The pull cable 30 and the detonator 8 are both connected to the lock hook 4 to drive the lock hook 4 away from the lock hook 5 to release the locked state. In this embodiment, a clip sleeve 42 is provided on the lock hook 4, and the second elastic element includes a locking torsion spring 43 fitted on the clip sleeve 42. One end of the locking torsion spring 43 is connected to the lock body bracket 2, and the other end is connected to the lock hook 4 to apply an elastic force to the lock hook 4 to keep it in the locked state. The clip sleeve 42 not only provides a good installation condition for the locking torsion spring 43, but also forms a pad between the locking torsion spring 43 and the locking hook clip 4, reducing the noise generated when the parts move relative to each other.

[0063] 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.

[0064] Specifically, such as Figure 2 and combined Figures 4 to 10As 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 from the initial position to the unlocked position. The detonator 8 is connected to the transmission frame 31 to drive the transmission frame 31 from the initial position to the unlocked position. The transmission frame 31 is provided with a drive unit 311, and a support plate 40 is provided on the lock hook 4 corresponding to the drive unit 311. The transmission frame 31, when rotated to the unlocked position, can drive the lock hook 4 to unlock. Furthermore, a first rotary torsion spring 32 is provided between the transmission frame 31 and the lock body bracket 2 to drive the transmission frame 31 back to the initial position. 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.

[0065] 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.

[0066] 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 unit 311 and the support plate 40, which enables the lock hook 4 and the transmission frame 31 to rotate synchronously in a narrow space, thus optimizing the size of the lock body. By utilizing the elastic action of the first 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 torsion spring 32, thus achieving an automatic reset function and ensuring the locking state between the lock hook 4 and the lock hook 5.

[0067] Regarding the transmission method between the detonator 8 and the locking hook 4, various different structural solutions can be selected. In this embodiment, such as... Figure 2 and Figure 4As shown, the lock body bracket 2 is also provided with a third rotating shaft 63, and a detonating lever 80 is rotatably mounted on the third rotating shaft 63. The detonating lever 80 is connected to the transmission frame 31. One end of the detonator 8 is fixed to the lock body bracket 2, and the other end abuts against the end of the detonating lever 80. When the detonator 8 is triggered, it can drive the detonating lever 80 away from its original position, thereby causing the transmission frame 31 to rotate from its initial position to the unlocked position. Specifically, the rear bracket 21 is provided with a detonator fixing hole 210 and a fifth rotating shaft 65 is fixedly mounted thereon. One end of the detonator 8 is inserted into the detonator fixing hole 210, and the other end abuts against the detonating lever 80. At the same time, the end of the other end is fixed to the rear bracket 21 through the aforementioned fifth rotating shaft 65.

[0068] Based on the above configuration, the third rotating shaft 63h in this embodiment is also fitted with a second rotary torsion spring 82, which is used to drive the detonating paddle 80 back to its original position. Furthermore, a toggle pin 81 can be provided on the detonating paddle 80, so that the detonating paddle 80 can move the bearing part 312 on the transmission frame 31 through the toggle pin 81 to drive the transmission frame 31 to rotate, thereby driving the locking hook 4 to release the locking state.

[0069] By setting a third rotating shaft 63 on the lock body bracket 2 and using the detonating paddle 80 set on the third rotating shaft 63 as a transmission mechanism, the transmission frame 31 in the pull lock transmission mechanism 3 is moved, which can effectively drive the lock hook 4 to switch between the locked state and the unlocked state. This forms a smooth transmission path between the detonator 8 and the lock hook 4, which is beneficial to use the impact force of the detonator 8 to effectively drive the unlocking of the pull lock transmission mechanism 3, so that the lock hook 5 rotates from the locked position to the initial unlocked position.

[0070] In addition, such as Figure 2 and Figure 4 ,and Figures 5 to 10 As 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 second signal; when the hook 5 is in the initial unlocked position, the lock position detection unit 7 sends a first 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.

[0071] Specifically, such as Figures 5 to 10As 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. Preferably, in this embodiment, the lock body bracket 2 is provided with a fourth rotating shaft 64, the trigger frame 71 is rotatably mounted on the fourth rotating shaft 64, and the fourth rotating shaft 64 is provided with a lever frame 720 that is throttle-connected to the trigger frame 71; the third elastic element includes a tension spring 72 disposed between the lock body bracket 2 and the lever frame 720, and a third rotary torsion spring 73 acting between the lock body bracket 2 and the trigger frame 71.

[0072] To facilitate the installation of the fourth rotating shaft 64, trigger frame 71, and actuating frame 720, an inner bracket 22 can be installed between the front bracket 20 and the rear bracket 21. The trigger frame 71 and the actuating frame 720 are respectively installed on the front and rear sides of the inner bracket 22. The inner bracket 22 is fixed to the rear bracket 21 through the fourth rotating shaft 64. The trigger frame 71 and the actuating frame 720 are both rotatably mounted on the fourth rotating shaft 64. The actuating pin 81 can pass through the inner bracket 22 and be connected to the transmission frame 31. An arc-shaped elongated hole for the actuating pin 81 to be actuated can be opened on the inner bracket 22.

[0073] The sensor 70 is fixed to the lock body bracket 2 and can be a limit switch. The third elastic element can be either a tension spring 72 or a third rotary torsion spring 73. When the tension spring 72 is used, the two ends of the tension spring 72 are respectively hung on the actuating frame 720 and the lock body bracket 2, which are connected to the trigger frame 71. When the third rotary torsion spring 73 is used, the third rotary torsion spring 73 and the trigger frame 71 can be sleeved on the fourth rotating shaft 64. The two ends of the third rotary torsion spring 73 act on the lock body bracket 2 and the trigger frame 71, respectively.

[0074] The trigger frame 71 is equipped with a pressure platform 710 and a pressure plate 711. When the latch 1 extends into the lock opening 500 and is locked onto the latch 710, the latch 1 pushes the pressure platform 710 to drive the trigger frame 71 to rotate. The pressure plate 711 is used to trigger the sensor 70 to operate. 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 platform 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.

[0075] 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.

[0076] 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 or the fully unlocking position, 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.

[0077] As can be seen from the above, the engine hood lock of this embodiment has two engaging structures, a first locking part 51 and a second locking part 52, on the lock hook 5, which correspond to the locking position and the initial unlocking position of the lock hook 5, respectively. When the pull lock transmission mechanism 3 engages with the first locking part 51, the lock hook 5 can be locked in the locking position, thus achieving complete locking of the latch 1. When the pull lock transmission mechanism 3 is manipulated to disengage from the first locking part 51 and engage with the second locking part 52, the lock hook 5 can be locked in the initial unlocking position, so that the latch 1 can reach the position near the lock opening 500 outlet, thus achieving initial unlocking.

[0078] 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, 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.

[0079] 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 locked position and the initial unlocking position of the lock hook 5 respectively, releases the locked state of the locked hook 5 when the pull-lock transmission mechanism 3 is pulled or the detonator 8 is triggered to drive the pull-lock transmission mechanism 3, allowing the lock hook 5 to rotate from the locked position to the initial unlocking position, so that the lock hook 5 can reach a position close to the lock opening 500 outlet, thus achieving initial unlocking. In this way, when a pedestrian collision occurs at the front of the vehicle, the detonator 8 is triggered, which can drive the engine hood to actively bounce up, giving the engine hood a certain vertical buffer movement space, thereby forming a buffer zone in the pedestrian's head collision area, which helps to reduce the injury to the pedestrian caused by the engine hood when a pedestrian collision occurs at the front of the vehicle.

[0080] Example 2

[0081] This embodiment relates to a vehicle, which is equipped with the engine hood lock provided in Embodiment 1.

[0082] Using the engine hood lock of the present invention, the driver can first turn the engine hood latch handle in the cockpit, and the locking hook 5 will be released by the locking hook clip 4 and rotate to the initial unlock position, so that the lock 1 is initially unlocked. Then, turn the engine hood latch handle again, and the locking hook 5 will be released by the locking hook clip 4 again and rotate to the fully unlock position, so that the lock 1 is fully unlocked.

[0083] 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.

[0084] Based on the overall configuration of the engine hood lock of this invention, its positional status during locking and unlocking processes is as follows:

[0085] 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, 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.

[0086] 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.

[0087] When the driver first applies external force to the cable 30 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 locking buckle 1 moves upward, reaching the desired position. Figures 7 to 8 The state.

[0088] After the pull cable 30 is released, the transmission frame 31 is subjected to the force of the first rotary torsion spring 32 and rotates counterclockwise around the second rotating shaft 62 to return to the initial position. It also drives the locking hook 4 to rotate counterclockwise and engage with the second locking part 52, thereby locking the locking hook 5 in the initial unlocking position.

[0089] 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.

[0090] like Figure 9 and Figure 10 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.

[0091] After the cable 30 is released, under the action of the first torsion spring 32 and the locking torsion spring 43, 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. At this point, the entire opening and closing process of the engine hood is complete. To close and open the engine hood again, the above process is repeated.

[0092] 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.

[0093] Furthermore, due to the detonator 8, when the front of the vehicle collides with a pedestrian, the detonator 8 will be triggered and detonate, driving the detonation lever 80 to rotate, similar to the effect of pulling the cable 30. This causes the locking hook 5 to rotate from the locked position to the initial unlocked position, allowing the locking hook 5 to move vertically, facilitating the opening of the hood. At this moment, the hood actively pops up, forming a buffer zone for the pedestrian's head impact area, reducing injury. By adding a pedestrian active protection mechanism within the hood lock, when the vehicle collides with a pedestrian, the collision sensor in the front bumper will transmit a signal to the detonator 8 inside the lock. The pedestrian active protection mechanism inside the lock (detonation lever 80, lever pin 81, etc.) will unlock the hood lock to the first-level open state (initial unlocked position). When the pedestrian's head hits the hood, the hood will have some buffer space, thereby reducing injury to the pedestrian.

[0094] 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 includes a lock body and a latch (1), and the lock body includes a lock body bracket (2), a lock hook (5), a pull lock transmission mechanism (3) and a detonator (8) provided on the lock body bracket (2); The lock hook (5) is rotatable on the lock body bracket (2), and a first elastic element is provided between the lock hook (5) and the lock body bracket (2). 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 where the latch (1) is locked on the lock body bracket (2); the first elastic member can drive the lock hook (5) to rotate in the unlocking direction and move from the locking position to the initial unlocking position where the latch (1) is allowed to retract to the exit of the lock opening (500), and to the fully unlocking position where the latch (1) is allowed to move out of the lock opening (500); The zipper transmission mechanism (3) can engage with the first locking part (51) or the second locking part (52) respectively to lock the hook (5) in the locked position or the initial unlocked position, and the zipper transmission mechanism (3) can be released from the locked state of the hook (5) by external force or the action of the detonator (8).

2. The engine hood lock according to claim 1, characterized in that: The lock body bracket (2) has a first rotating shaft (61) and a second rotating shaft (62) arranged in parallel, and the lock hook (5) is provided on the first rotating shaft (61); The zipper transmission mechanism (3) includes a lock hook clip (4) disposed on the second rotating shaft (62), a second elastic element acting between the lock hook clip (4) and the lock body bracket (2), and a pull cable (30); The second elastic element is used to drive the locking hook (4) closer to the locking hook (5) to maintain the locked state. The pull wire (30) and the detonator (8) are both connected to the locking hook (4) to drive the locking hook (4) away from the locking hook (5) to release the locked state.

3. The engine hood lock according to claim 2, characterized in that: The lock hook (5) is fitted with a lock hook sleeve (50), and the lock hook sleeve (50) covers at least the part of the lock opening (500) that contacts the lock buckle (1); And / or, the locking hook (4) is fitted with a hook sleeve (42), and the second elastic element includes a locking torsion spring (43) fitted on the hook sleeve (42).

4. The engine hood lock according to claim 2, characterized in that: The pull-lock transmission mechanism (3) further includes a transmission frame (31) disposed on the second rotating shaft (62), the pull wire (30) is connected to the transmission frame (31) to pull the transmission frame (31) to rotate from the initial position to the unlocked position; the detonator (8) is connected to the transmission frame (31) to drive the transmission frame (31) to rotate from the initial position to the unlocked position; The transmission frame (31) is provided with a drive unit (311), and a support plate (40) is provided on the lock hook (4) corresponding to the drive unit (311); the transmission frame (31) rotated to the unlock position can drive the lock hook (4) to release the locking state, and a first rotary torsion spring (32) is provided between the transmission frame (31) and the lock body bracket (2) to drive the transmission frame (31) back to the initial position.

5. The engine hood lock according to claim 4, characterized in that: The lock body bracket (2) is also provided with a third rotating shaft (63), and an initiation paddle (80) is rotatably mounted on the third rotating shaft (63), and the initiation paddle (80) is connected to the transmission frame (31) in a transmission connection. One end of the detonator (8) is fixed to the lock body bracket (2), and the other end abuts against the end of the detonation lever (80). The detonator (8) triggered by the action drives the detonation lever (80) to rotate away from the original position, so as to move the transmission frame (31) from the initial position to the unlocked position.

6. The engine hood lock according to claim 5, characterized in that: A second rotary torsion spring (82) is sleeved on the third rotating shaft (63), and the second rotary torsion spring (82) is used to drive the detonating lever (80) back to the original position; And / or, the detonating paddle (80) is provided with a toggle pin (81), and the detonating paddle (80) toggle the transmission frame (31) to rotate via the toggle pin (81).

7. The engine hood lock according to any one of claims 1 to 6, characterized in that: It also includes a lock detection unit (7); The lock position detection unit (7) issues a second signal when the lock hook (5) locks the latch (1) onto the lock body bracket (2), and issues a first signal when the lock hook (5) is in the initial unlock position.

8. The engine hood lock according to claim 7, characterized in that: The lock position detection unit (7) includes a sensor (70) and a trigger frame (71) disposed on the lock body bracket (2), and a third elastic element acting between the trigger frame (71) and the lock body bracket (2); The trigger frame (71) is rotatable between a first position and a second position. The trigger frame (71) is held in the first position by the action of the third elastic member and triggers the sensor (70) to emit the first signal. The latch (1), which extends into the lock opening (500) and is locked onto the lock body bracket (2), can drive the trigger frame (71) to rotate to the second position and trigger the sensor (70) to emit the second signal.

9. The engine hood lock according to claim 8, characterized in that: The lock body bracket (2) is provided with a fourth rotating shaft (64), the trigger frame (71) is rotatably mounted on the fourth rotating shaft (64), and the fourth rotating shaft (64) is provided with a toggle frame (720) that is connected to the trigger frame (71) in a transmission. The third elastic element includes a tension spring (72) disposed between the lock body bracket (2) and the actuating frame (720) and / or a third rotary torsion spring (73) acting between the lock body bracket (2) and the trigger frame (71).

10. A vehicle, characterized in that: The vehicle is equipped with an engine hood lock as described in any one of claims 1 to 9.

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