Adjustment device for adjusting a locking element of a motor vehicle

Abstract

The invention relates to an adjustment arrangement for adjusting a locking element (2) of a motor vehicle (3) from a locking element closed position to a locking element protected position, wherein the adjustment arrangement (1) comprises an adjustment mechanism (6) with a connection interface (8) for connecting the adjustment mechanism (6) to a body (9) of the motor vehicle (3) and with a drive (10) for adjusting the adjustment mechanism (6), wherein the adjustment arrangement (1) comprises a motor vehicle lock (7) with a lock latch (13) or a locking element (14) as a body-side functional component of a motor vehicle lock arrangement, wherein the body-side functional component (7, 14) is displaceable relative to the connection interface (8) of the adjustment mechanism (6) between a normal position and a protected position along a displacement path in the closed state, and wherein the adjustment mechanism (6) is configured toThe body-side functional component (7, 14) is to be moved from the normal position, in which the adjusting mechanism (6) is in an initial state, to the protective position, in which the adjusting mechanism (6) is in an actuated state, by means of the drive (10). It is proposed that the body-side functional component (7, 14) be guided in the simplest possible way along the displacement path during the movement between the closed position and the protective position.

Description

[0001] The present invention relates to an adjustment arrangement for adjusting a locking element of a motor vehicle according to the preamble of claim 1 and to a locking element arrangement with a proposed adjustment arrangement according to claim 11.

[0002] The adjustment arrangement in question is used to adjust a locking element of a motor vehicle. Although the term "locking element" in the context of this application is to be understood broadly and includes, for example, a tailgate, trunk lid, hood, side door, cargo door, window, sunroof, or the like of the motor vehicle, the locking element can, in particular, be a hood or front cover.

[0003] The locking element is adjustable from a closed position, in which it seals a vehicle compartment such as the trunk or engine compartment, to an open position, in which it releases the vehicle compartment. The adjustment mechanism also allows the locking element to be moved from the closed position to a protective position to fulfill a protective function, specifically a pedestrian protection function, before or during a collision. For example, in the case of a locking element designed as a hood, the adjustment mechanism positions the locking element at a downward angle (relative to the direction of travel), thereby reducing the impact in the event of a collision with a pedestrian or similar object.

[0004] The prior art (DE 10 2012 105 268 A1), from which the invention is based, relates to an adjustment arrangement with an adjustment mechanism and a motor vehicle lock. The motor vehicle lock, which here is provided as a body-side functional component of a motor vehicle lock arrangement, serves not only to hold the hood of a motor vehicle, i.e., its primary function, but also to adjust the hood from a locking element position to a locking element protection position. The adjustment mechanism has a body-side connection interface for attaching the adjustment mechanism to the body of the motor vehicle and a drive in the form of a coil spring for adjusting the mechanism.The vehicle lock of the known adjustment arrangement, in turn, has a latch that is adjustable to an open position, in which the vehicle lock is in an open state, and to at least one closed position, in which the vehicle lock is in a closed state. In the installed state, the latch in the closed position engages with a locking bar for holding the hood. In the closed state, the vehicle lock of the known adjustment arrangement can be displaced along a displacement track between a normal position and a protective position relative to the connection interface of the adjustment mechanism.The adjustment mechanism is now designed to move the vehicle lock from its normal position, in which the adjustment mechanism is in its initial state, to its protective position, in which the adjustment mechanism is in an actuated state. During this movement of the vehicle lock, the locking element, in its installed state, is moved from the locked position to the protected position.

[0005] The design of the known adjustment mechanism generally ensures that the vehicle lock is moved from its normal position to its protected position, and thus, in the installed state, that the locking element is moved from its locked position to its protected position. However, a problem arises because, in this known adjustment mechanism, the vehicle lock is guided along its path from the normal position to the protected position via several slots acting as guide rails, into which corresponding guide pins engage. During this movement, the vehicle lock can become tilted, causing the guide pins to jam in the slots and potentially blocking the lock during the movement into the protected position.

[0006] This means that, in the assembled state of the adjustment mechanism, a safe relocation of the locking element into the locking element protection position cannot be guaranteed, especially in the event of a collision with a pedestrian.

[0007] Against this background, the invention is based on the problem of designing and further developing the known adjustment arrangement in such a way that a further optimization with regard to the operational safety of the adjustment arrangement is achieved.

[0008] The above problem is solved by the features of the characterizing part of claim 1.

[0009] The fundamental consideration is that the provision of two or more guides in the prior art for repositioning the vehicle lock along the repositioning path significantly increases the risk of the vehicle lock jamming. A guide, as defined in the proposal, is a component for restricting the freedom of movement of an element to be repositioned in such a way that the element can only move between two different positions along a defined geometric path ("repositioning path") and that lateral deviation from this geometric path is prevented by at least one lateral boundary ("guide contour"). A guide is, for example, a guide rail, which can also be designed as a slot, or a guide shaft in or along which the element to be repositioned can be moved.It has been recognized that tilting of the vehicle lock, as the element to be relocated, can be particularly effectively prevented if the vehicle lock is moved along the relocation path by a maximum of one guide. The same applies accordingly if, instead of the vehicle lock itself, the locking component associated with it, which can be brought into engagement with the vehicle lock to hold the locking element in the locked position, is moved along the relocation path by a maximum of one guide.

[0010] Specifically, it is proposed that the body-side functional component be guided in the simplest possible way along the displacement path when moving between the closed position and the protective position.

[0011] Claim 2 relates to the adjustment mechanism and provides it with a pivot lever pivotally mounted between a starting position and a deflected position about a single geometric pivot axis, to which the body-side functional component is attached. By means of such a pivot lever, the body-side functional component can be moved very easily from the normal position to the protective position, thus providing a cost-effective adjustment arrangement.

[0012] Claim 3 relates to a guide rail-free displacement of the body-side functional component, thereby enabling a tilt-resistant and at the same time low-friction displacement along the displacement path.

[0013] Claim 4 relates to advantageous embodiments of the attachment of the body-side functional component to the pivot lever.

[0014] Claim 5 relates to the vehicle lock as a body-side functional component and assigns to it a vehicle lock housing which, in the protective position of the vehicle lock, is inclined relative to the locked position of the vehicle lock. If the vehicle housing and pivot lever are designed as a single piece, the adjustment arrangement can be manufactured particularly simply and cost-effectively (claim 6).

[0015] Claim 7 relates to preferred arrangements of the pivot lever on the motor vehicle in the assembled state.

[0016] Claims 8 and 9 relate to a locking component arrangement, in particular a pawl arrangement, which holds the pivot lever in the initial position and can release it for pivoting into the deflection position. This provides a locking mechanism that easily prevents the pivot lever from unintentionally pivoting and moving the body-side functional component into the protective position.

[0017] Claim 10 relates to a reset locking mechanism that prevents the pivot lever from pivoting back from the deflected position to its initial position. In the assembled state, this prevents the locking element from returning to its closed position, i.e., towards the vehicle body. This allows for particularly large plastic deformation of the hood in the event of a collision, and the impact of a person on the locking element can be more effectively reduced by a particularly high degree of damping.

[0018] According to a further teaching as per claim 11, which has independent significance, a locking element arrangement of a motor vehicle is claimed, comprising a proposed adjustment arrangement and a locking element, in particular a front hood.

[0019] Reference may be made to all explanations regarding the proposed adjustment arrangement.

[0020] Claim 12 specifies the locking element arrangement and assigns it a control unit and a sensor unit, with the aid of which, in the event of a possible collision, the drive can be activated and the body-side functional component moved into the protective position. This allows the locking element to be safely moved into the locking element protective position in the installed state, independently of a vehicle driver, to reduce the impact.

[0021] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 the front area of ​​a motor vehicle with a proposed adjustment arrangement for the locking element arrangement located in a front and rear part of the front area in the direction of travel of the motor vehicle, Fig. 2 a proposed adjustment arrangement according to Fig. 1 with a blocking component arrangement in the form of a pawl arrangement and a motor vehicle lock a) in a normal position and b) in a protective position and Fig. 3 a proposed adjustment arrangement according to Fig. 1 with a reset locking mechanism and a motor vehicle lock a) into a normal position and b) into a protective position.

[0022] The embodiment shown in the figures, which is preferred in this respect, relates to an adjustment arrangement 1 for adjusting a locking element 2 of a motor vehicle 3.

[0023] The locking element 2 is, in this context, preferably a front hood 4 of the motor vehicle 3. However, the proposed drive arrangement can also be applied to other types of locking elements 2 of a motor vehicle 3. These include trunk lids, tailgates, or the like, as well as doors. In this regard, reference should also be made to the definition of the term "locking element" in the introductory part of the description. All descriptions apply accordingly to other locking elements 2.

[0024] The locking element 2 is between a locking element closing position (in Fig. 1 shown with a dashed line) and a locking element open position (in Fig. (1 shown with a solid line) adjustable.

[0025] The adjustment arrangement 1 also allows the locking element 2 to be placed in a locking element protection position ( Fig. 2b) and Fig. 3b)) adjust, which in particular differs from the locking element open position and here and preferably between the locking element closed position ( Fig. 2a) and Fig. 3a)) and the opening position of the locking element (in Fig. 1 (shown with a dashed line).

[0026] A single such adjustment arrangement 1 can be assigned to the locking element 2. Here, and preferably, several such adjustment arrangements 1 are assigned to the locking element 2, which engage, in particular, on opposite sides of the locking element 2. The adjustment arrangement 1 can engage the locking element 2 in a front region and / or a rear region of the locking element 2, in the direction of travel of the motor vehicle 3.

[0027] In general, in addition to the proposed adjustment arrangement 1, the locking element 2 can also be equipped as shown in Fig. 1 shown, also one or more further adjustment arrangements 5, in particular motor-operated further adjustment arrangements 5, for opening the locking element 2 from the locking element closed position into the, in Fig. The locking element 2 is assigned to the open position shown in Figure 1. Preferably, the further adjustment arrangements 5 engage on sides of the locking element 2 opposite the direction of travel. All embodiments of the proposed adjustment arrangement 1 also apply accordingly to one or more further adjustment arrangements 5.

[0028] The locking element protection position of the locking element 2 described above enables a protective function to be realized, in particular, as here, a pedestrian protection function. Here, and preferably, the locking element protection position corresponds to a position in which the locking element 2 is angled downwards towards the front of the motor vehicle 3.

[0029] The motor vehicle 3 has at least one motor vehicle lock arrangement ( Fig. 2, Fig. 3) which here, and preferably, is composed of the functional components vehicle lock 7 and locking element 14. Here, and preferably, the vehicle lock 7 is attached to the body 9 and the locking element 14, here in the form of a locking bar 15, is attached to the locking element 2. The vehicle lock 7 thus forms the body-side functional component of the vehicle lock assembly. In principle, however, it is also conceivable that, according to an alternative embodiment not shown here, the locking element 14 is attached to the body 9 and the vehicle lock 7 to the locking element 2, in which case the locking element 14 forms the body-side functional component of the vehicle lock assembly.The invention is explained below using the first variant (motor vehicle lock 7 as a body-side functional component), but all descriptions also apply to the second variant.

[0030] Generally, as in Fig. As shown in Figure 1, several such vehicle lock arrangements may also be provided. In the present embodiment, by way of example only, one vehicle lock arrangement is arranged in a front area of ​​the locking element 2 in the direction of travel of the vehicle 3, and two vehicle lock arrangements are arranged on sides of the locking element 2 opposite the direction of travel.

[0031] The latch 13 is adjustable to at least one latch-closed position and one latch-open position. In the latch-closed position, the vehicle lock 7 is in a closed state, and the latch 13, when installed, engages the locking element 2 in the locked position, engaging with the locking part 14. In the latch-open position, the vehicle lock 7 is open, and the latch 13, when installed, releases the locking part 14.

[0032] The motor vehicle lock 7 can, as in the Fig. 2 and Fig. Figure 3 shows that the locking element 14 also has a catch hook 16 separate from the lock latch. This catch hook serves here, and preferably serves, to hold the locking element 14 in a holding position when installed, so that when the vehicle lock 7 is moved from the closed to the open position, the locking element 2 is prevented from moving completely from the closed position to the open position.

[0033] As in Fig. 2 and Fig. As shown in Figure 3, the adjustment arrangement 1 has an adjustment mechanism 6. The adjustment mechanism 6 in turn has a connection interface 8 for connecting the adjustment mechanism 6 to the body 9 of the motor vehicle 3 and a drive 10 for adjusting the adjustment mechanism 6.

[0034] In principle, the drive 10 of the adjustment mechanism 6 can be designed in different ways. For example, it is conceivable that the drive 10 is designed as a linear drive, a push-rod drive, a cable drive, or the like. Here, and preferably, the drive 10 is a compressed spring 11, in particular a compressed helical spring 12 ( Fig. 2a) and Fig. 3a)), which pushes from a compressed state to a state relaxed compared to the compressed state ( Fig. 2b) and Fig. 3b)). Alternatively, the spring 11 acting as the actuator 10 can also be a stretched spring 11 that compresses from its stretched state to a relaxed state relative to its stretched state. A spring 11 is particularly advantageous because, in the assembled state and in the event of a collision, it can provide additional damping of an impact, in addition to the plastic deformation of the locking element 2. Alternatively or additionally to the spring 11, the actuator 10 can also be a pyrotechnic actuator (not shown).

[0035] As in the Fig. 2 and Fig. As shown in Figure 3, in the present embodiment, the vehicle lock 7, as a body-side functional component of the vehicle lock assembly, is also part of the proposed adjustment arrangement 1. In addition to holding the locking element 2, i.e., its primary function, the vehicle lock 7 also serves to adjust the locking element 2 from the locked position to the protected position, which will be explained in more detail below. As previously stated, it is also conceivable that, according to an alternative embodiment not shown here, the locking element 14, instead of the vehicle lock 7, forms the body-side functional component of the vehicle lock assembly, in which case it is part of the proposed adjustment arrangement 1.In this case, the locking part 14 serves not only to hold the locking element 2, i.e., its actual function, but also to adjust the locking element 2 from the locking element closing position to the locking element protective position.

[0036] As mentioned above, the vehicle lock 7 is described below as a body-side functional component of the vehicle lock assembly and as part of the proposed adjustment arrangement 1 for adjusting the locking element 2 from the locking element closed position to the locking element protected position. All descriptions also apply accordingly to the locking part 14 if, according to an alternative embodiment not shown here, it forms the body-side functional component of the vehicle lock assembly and the aforementioned component of the proposed adjustment arrangement 1 for adjusting the locking element 2 from the locking element closed position to the locking element protected position.

[0037] As in the transition from Fig. 2a) after Fig. 2b), or Fig. 3a) after Fig. As shown in 3b), the motor vehicle lock 7 in the closed state can be displaced along a displacement track between a normal position and a protective position relative to the connection interface 8 of the adjustment mechanism 6.

[0038] The adjusting mechanism 6 is now configured to move the vehicle lock 7 from its normal position, in which the adjusting mechanism 6 is in its initial state, to its protective position, in which the adjusting mechanism 6 is in its actuated state, by means of the drive 10. The drive 10 is coupled to the vehicle lock 7 via the adjusting mechanism 6 in such a way that, in particular through activation of the drive 10, the vehicle lock 7 is moved from its normal position to its protective position relative to the connection interface 8, and in the process, the adjusting mechanism 6 is moved from its initial state to its operating state. For example, a spring 11 can act directly on the vehicle lock 7 as the drive 10.

[0039] Activation of the drive 10, as proposed, means that the drive 10 causes the adjusting mechanism 6 to move from its initial state to its actuated state, and accordingly, the vehicle lock 7 to move from its normal position to its protected position. In the case of the compressed spring 11, this can be achieved by releasing the compressed spring 11 to relax, so that, as it relaxes, it moves the adjusting mechanism 6 from its initial state to its actuated state, thus moving the vehicle lock 7 from its normal position to its protected position (see transition from Fig. 2a) after Fig. 2b) or from Fig. 3a) after Fig. 3b)). It should be noted here that a spring 11 as a drive 10 has the advantage that, following activation, it can simply be returned to its compressed or extended state. This allows for the easy provision of a reactivated drive 10, eliminating the need to replace the drive 10. This makes it particularly easy to return the adjustment mechanism 6 to its initial state.

[0040] The relocation of the locking element 2 from the locking element closed position to the locking element protective position can be achieved in the assembled state as follows. As shown in Fig. As shown in Figure 1, the adjustment arrangement 1 is connected to the vehicle body 9 on the vehicle side, preferably via the adjustment mechanism 6. On the locking element side, the adjustment arrangement 1 is connected via the vehicle lock 7 to a locking part 14, which is arranged here and preferably on the locking element 2 and is in a holding engagement with the vehicle lock 7 when it is in the closed position. As in the transition from Fig. 2a) after Fig. 2b), or Fig. 3a) after Fig. As shown in Figure 3b), the movement of the vehicle lock 7 moves the locking element 2 from the locking element position, in which the adjusting mechanism 6 is in its initial state, to the locking element protection position, in which the adjusting mechanism 6 is in its actuated state. During this movement of the vehicle lock 7 from its normal position to its protection position, the adjusting mechanism 6 is supported against the body 9 of the vehicle 3, so that the locking element 2 is raised relative to the body 9 of the vehicle 3, in particular such that the locking element 2 is angled downwards towards the front of the vehicle 3.

[0041] As described above, it is preferably provided that the locking part 14 is arranged on the locking element 2 and that the adjustment mechanism 6 is connected to the body 9 via the connection interface 8 in the installed state, so that the adjustment mechanism 6 is supported against the body 9. However, according to an alternative embodiment not shown here, this can also be arranged the other way around, so that the locking part 14 is arranged on the body 9 and the adjustment mechanism 6 is connected to the locking element 2 via the connection interface 8.

[0042] It is essential that the body-side functional component, in the present embodiment the vehicle lock 7, is guided in the simplest possible way when moving between the locked and protected positions along the movement path. "Guided in the simplest possible way" means, as proposed, that the vehicle lock 7 is moved from the locked to the protected position either by a single guide, in particular a guide rail or guide shaft, or without any guide along the movement path.

[0043] As in Fig. As shown in Figure 1, it is preferably provided that the adjusting mechanism 6 has a pivot lever 18 pivotally mounted about a single geometric pivot axis 17, to which the vehicle lock 7 is attached. In the proposed design, a pivot lever 18 is a physical component that has at least one physical lever arm. Therefore, the term "pivot lever" is not limited to a pivot lever as a purely physical lever arm.

[0044] The pivot lever 18 can be pivoted about the geometric pivot lever axis 17 between a starting position, in which the adjusting mechanism 6 is in the closed state, and a deflected position, in which the adjusting mechanism 6 is in the protected state. As shown in the Fig. 1 and Fig. As shown in Figure 2, the adjusting mechanism 6 can also be associated with a stop 19 that limits the movement of the pivot lever 18 in the direction of the deflection position, so that the pivot lever 18 cannot be pivoted beyond the deflection position. Preferably, the pivot lever 18 is pivotably mounted via a bearing, in particular a sliding bearing or a rolling bearing, through which the geometric pivot axis 17 of the pivot lever passes. As in the transition from Fig. 2a) after Fig. 2b) or Fig. 3a) after Fig. As shown in Figure 3b), the drive 10 for repositioning the vehicle lock 7 is operatively connected to the pivot lever 18. The drive 10 is thus coupled to the vehicle lock 7 via the pivot lever 18 in such a way that, in particular by activation of the drive 10, the pivot lever 18 is moved from its initial position ( Fig. 2a) and Fig. 2b)) is caused to move into its deflected position, whereby the motor vehicle lock 7, without guidance in the proposed sense, is moved from the normal position to the protective position relative to the connection interface 8. As in the Fig. 2 and Fig. As shown in Figure 3, the drive 10, here in the form of the spring 11, preferably engages directly on the pivot lever 18 to pivot the pivot lever 18.

[0045] This shows how a particularly simple, unguided and therefore operationally reliable relocation of the motor vehicle lock 7 from the normal position to the protective position can be achieved, thereby providing a particularly operationally reliable adjustment arrangement 1.

[0046] Furthermore, it is additionally or alternatively provided that the motor vehicle lock 7 is moved along the relocation track without guide rails.

[0047] Furthermore, it is preferably provided that the vehicle lock 7 is fixedly, pivotally, or linearly movable to the pivot lever 18. For example, the vehicle lock 7 can be fixedly attached to the pivot lever 18 by means of a positive fit, frictional fit, and / or material fit formed between the vehicle lock 7 and the pivot lever 18. This allows for a structurally simple repositioning of the vehicle lock 7. Although the repositioning of the vehicle lock 7 via the pivot lever 18 is an unguided repositioning, a separate guide for the vehicle lock 7 can nevertheless be provided for support.

[0048] In another embodiment, the vehicle lock 7 can be pivotally mounted to the pivot lever 18 via a bearing arranged on the pivot lever 18, in which the vehicle lock 7 is mounted relative to the pivot lever 18. Preferably, the bearing is a plain bearing or a ball bearing. Although the movement of the vehicle lock 7 via the pivot lever 18 is also an unguided movement, a separate guide for the vehicle lock 7 can nevertheless be provided for support.

[0049] In another embodiment, the vehicle lock 7 can be linearly movable and attached to the pivot lever 18. Preferably, the vehicle lock 7 is attached to the pivot lever 18 via a guide, for example a guide rail or guide shaft, arranged on a surface of the pivot lever 18. In this case, the movement of the vehicle lock 7 via the pivot lever 18 is a guided movement. No further guide for the vehicle lock 7 is then provided.

[0050] Furthermore, and preferably, it is provided here that the vehicle lock 7, as a body-side functional component, comprises a vehicle lock housing 20, and that the vehicle lock housing 20 is inclined relative to the locked position of the vehicle lock 7 in its protected position. "Inclined" in the proposed sense means that the vehicle lock housing 20 is inclined relative to a vertical plane 21 that is orthogonal to the pivot plane of the pivot lever 18. The vehicle lock housing 20 and the pivot lever 18 are preferably formed in one piece.

[0051] In a preferred embodiment, the pivot lever 18 is arranged on the body 9 of the motor vehicle 3 in the assembled state. For example, a bearing is attached directly to the body 9 for this purpose. In another embodiment, the pivot lever 18 can be arranged on a further element associated with the body 9.

[0052] While the pivoting of the motor vehicle lock 7 or, in the installed state, the pivoting of the locking element 2 has been discussed in detail above, the following will explain in more detail how the pivoting lever 18 can be held in the starting position or released from it.

[0053] This can, as in the Fig. 2 and Fig. Figure 3 shows the adjustment arrangement 1 comprising a blocking component arrangement 22 with at least one primary blocking component 23 that is movable, and in particular pivotable, between a primary blocking component open position and a primary blocking component closed position. Here, and preferably, the blocking component arrangement 22 is designed as a pawl arrangement with at least one pawl. The primary blocking component 23, here the primary pawl, holds the pivot lever 18 in its initial position in its primary blocking component closed position ( Fig. 2a) and Fig. 3a)), so that it can prevent the pivot lever 18 from pivoting from the initial position into the deflected position. This can be achieved, for example, by a positive locking mechanism formed between the primary locking component 23 and the pivot lever 18 to hold the pivot lever 18 in the initial position. Preferably, the primary locking component 23 is spring-loaded in the direction of its primary locking component closing position. By moving, in particular pivoting, the primary locking component 23, an actuator 10 acting on the pivot lever 18, in particular the spring 11 as actuator 10, can be activated, so that the vehicle lock 7 is pivoted via the pivot lever 18 from its normal position into the protected position.

[0054] In its primary locking component open position, the primary locking component 23 releases the pivot lever 18 to pivot into the deflection position, for example by releasing the positive locking mechanism that holds the pivot lever 18 in the initial position between the primary locking component 23 and the pivot lever 18. For clarification, it should be mentioned here that in another embodiment, not shown here, the primary locking component can also act directly on the drive, in particular on a spring as the drive.

[0055] In general, holding the pivot lever 18 does not necessarily have to rely solely on an engagement between the primary locking component 23 and the pivot lever 18. For example, the primary locking component 23 may have an opening tendency in the primary locking component closed position when the pivot lever 18 moves from its initial position into the deflected position. This means that the primary locking component 23 can pivot independently from the primary locking component closed position to the primary locking component open position when the pivot lever 18 moves towards the deflected position. Therefore, securely holding the pivot lever 18 generally requires a further measure, as explained below.

[0056] Thus, the blocking component arrangement 22, as shown in the Fig. 2 and Fig. Figure 3 shows a secondary locking component 24, here in the form of a secondary locking pawl, which is movable, in particular pivotable, between a secondary locking component open position and a secondary locking component closed position. In its secondary locking component closed position, the secondary locking component 24 holds the primary locking component 23 in its primary locking component closed position, and in its secondary locking component open position, it releases the primary locking component 23 to pivot into the primary locking component open position, so that the secondary locking component 24 also holds the pivot lever 18.By moving, in particular pivoting, the secondary locking component 24 from the secondary locking component closed position to the secondary locking component open position, the primary locking component 23 can be released, so that an actuator 10 acting on the pivot lever 18, in particular the spring 11 as actuator 10, can be activated, and the vehicle lock 7 is pivoted from its normal position to the protective position via the pivot lever 18 (see transition from . Fig. 2a) after Fig. 2b) or Fig. 3a) after Fig. 3b)).

[0057] Preferably, the secondary blocking component 24 has a closing tendency in the secondary blocking component closed position when the primary blocking component 23 pushes from the primary blocking component closed position into the primary blocking component open position.

[0058] While the preceding section discussed how the pivot lever 18 can be held in or released from its initial position, the following explains how the pivot lever 18 can be held in the deflected position and how it can be prevented from pivoting back to its initial position.

[0059] That's how it is, as in Fig. Figure 3 shows that the adjusting arrangement 1 preferably has a return locking mechanism 25 which prevents the pivot lever 18 from pivoting back from the deflection position to the initial position. Preferably, the return locking mechanism 25 is formed by the primary locking component 23. The primary locking component 23 can be, as shown in the Fig. 3a) and Fig. 3b) shown, have a primary locking component projection 26 which can be engaged in a holding engagement with a pivot lever projection 27 arranged on the pivot lever 18. As in the transition from Fig. 3 a) after Fig.As shown in 3b), it is preferably provided that the pivot lever projection 27 in the deflection position of the pivot lever 18 forms a positive locking with the primary locking component projection 26 of the primary locking component 23 to hold the pivot lever 18 out of the deflection position, so that the pivoting back of the pivot lever 18 from the deflection position towards the initial position can be prevented.

[0060] Furthermore, a locking element arrangement 28 of a motor vehicle 3 is proposed, comprising a proposed adjustment arrangement 1 and a locking element 2, in particular a front hood 4.

[0061] Reference may be made to all explanations regarding the proposed adjustment arrangement 1.

[0062] The following will discuss the basis on which drive 10 can be advantageously activated.

[0063] It is therefore preferably provided that the locking element arrangement 28 comprises a control unit 29 and a sensor unit 30, which acquires sensor data regarding a possible collision. Based on the sensor data acquired by the sensor unit 30, the control unit 29 activates the drive 10 of the adjustment arrangement 1, so that the adjustment mechanism 6 is moved from the initial state to the protected state and the vehicle lock 7 is moved from the normal position to the protected position. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2012 105 268 A1

[0004]

Claims

[1] Adjustment arrangement for adjusting a locking element (2), in particular a front hood (4), of a motor vehicle (3) from a locking element closed position to a locking element protective position, wherein the adjustment arrangement (1) comprises an adjustment mechanism (6) with a connection interface (8) for connecting the adjustment mechanism (6) to a body (9) of the motor vehicle (3) and with a drive (10) for adjusting the adjustment mechanism (6), wherein the adjustment arrangement (1) comprises a motor vehicle lock (7) with a lock latch (13) or a locking element (14) as a body-side functional component of a motor vehicle lock arrangement, wherein the lock latch (13) is adjustable into at least one latch-closed position in which the motor vehicle lock (7) is in a closed state and the latch (13) in the mounted state is engaged with the locking element (14) to hold the locking element (2) in the locking element closed position, and into a latch-open position in which the motor vehicle lock (7) is in an open state and the latch (13) releases the locking element (14) in the mounted state, wherein the body-side functional component (7, 14) is displaceable in the closed state relative to the connection interface (8) of the adjusting mechanism (6) between a normal position and a protective position along a displacement path, and wherein the adjusting mechanism (6) is configured to displace the body-side functional component (7, 14) from the normal position, in which the adjusting mechanism (6) is in an initial state, to the protective position, in which the adjusting mechanism (6) is in an actuated state, by means of the drive (10), so that the locking element (2) is displaced in the assembled state from the locking element closed position, in which the adjusting mechanism (6) is in the initial state, to the locking element protective position, in which the adjusting mechanism (6) is in the actuated state, characterized by , that the body-side functional component (7, 14) is guided in the simplest possible way when moving between the closed position and the protective position along the displacement path. [2] Adjustment arrangement according to claim 1, characterized by , that the adjusting mechanism (6) has a pivot lever (18) pivotably mounted about a single geometric pivot lever axis (17) to which the body-side functional component (7, 14) is attached, and that the pivot lever (18) is pivotable about the geometric pivot lever axis (17) between a starting position in which the adjusting mechanism (6) is in the closed state and a deflected position in which the adjusting mechanism (6) is in the protected state, and that the drive (10) for relocating the body-side functional component (7, 14) is operatively connected to the pivot lever (18), preferably that the drive (10) acts directly on the pivot lever (18) to pivot the pivot lever (18). [3] Adjustment arrangement according to claim 1, characterized by , that the body-side functional component (7, 14) is moved along the displacement path without guide rails. [4] Adjustment arrangement according to claim 1, characterized by , that the body-side functional component (7, 14) is attached to the pivot lever (18) in a manner that is fixed, pivotable or linearly movable. [5] Adjustment arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock (7) has a motor vehicle lock housing (20) as a body-side functional component, and that the motor vehicle lock housing (20) is inclined in the protective position of the motor vehicle lock (7) relative to the closing position of the motor vehicle lock (7). [6] Adjustment arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock housing (20) and the pivot lever (18) are formed in one piece. [7] Adjustment arrangement according to one of the preceding claims, characterized by , that the pivot lever (18) is arranged in the assembled state on the body (9) of the motor vehicle (3) or on another element associated with the body (9). [8] Adjustment arrangement according to one of the preceding claims, characterized by, that the adjusting arrangement (1) comprises a blocking component arrangement (22), in particular a pawl arrangement, with at least one primary blocking component (23), in particular a primary pawl, which is movable, in particular pivotable, between a primary blocking component open position and a primary blocking component closed position, and that the primary blocking component (23) in its primary blocking component closed position holds the pivot lever (18) in the initial position and in its primary blocking component open position releases the pivot lever (18) for pivoting into the deflection position, preferably that the primary blocking component (23) in the primary blocking component closed position has an opening tendency when the pivot lever (18) moves from its initial position into the deflection position. [9] Adjustment arrangement according to one of the preceding claims, characterized by, that the blocking component arrangement (22) has a secondary blocking component (24), in particular a secondary locking pawl, which is movable, in particular pivotable, between a secondary blocking component open position and a secondary blocking component closed position, and that the secondary blocking component (24) in its secondary blocking component closed position holds the primary blocking component (23) in its primary blocking component closed position and in its secondary blocking component open position releases the primary blocking component (23) for pivoting into the primary blocking component open position, preferably that the secondary blocking component (24) in the secondary blocking component closed position has a closing tendency when the primary blocking component (23) moves from the primary blocking component closed position into the primary blocking component open position. [10] Adjustment arrangement according to one of the preceding claims, characterized by , that the adjusting arrangement (1) has a return locking mechanism (25) which prevents the pivot lever (18) from pivoting back from the deflection position to the initial position, preferably that the return locking mechanism (25) is formed by the primary locking component (23). [11] Locking element arrangement of a motor vehicle (3) comprising an adjustment arrangement (1) according to one of the preceding claims and a locking element (2), in particular a front hood (4). [12] Closure element arrangement according to claim 11, characterized by, that the locking element arrangement (28) has a control unit (29) and a sensor unit (30) which detects sensor data regarding a possible collision, and that the control unit (29) activates the drive (10) of the adjustment arrangement (1) on the basis of the sensor data detected by the sensor unit (30), so that the adjustment mechanism (6) is moved from the initial state to the protective state and the body-side functional component (7, 14) is moved from the normal position to the protective position.

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