Car lock

Abstract

The present invention relates to an automotive lock, particularly for an automobile hood, and is equipped with a locking mechanism (3, 4) which is generally composed of a rotating latch (3) and a claw portion (4). In addition, a stop lever (5) is provided in the closing direction of the locking mechanism (3, 4) to define an over-travel position and an over-travel position beyond the over-travel position. The closing direction of the locking mechanism (3, 4) corresponds to the rotation of the rotating latch (3) as the locking pin (2) enters the entrance opening (3a). According to the present invention, the stop lever (5) is controlled by the movement of the claw portion (4) in the closing direction of the locking mechanism (3, 4).

Description

Technical Field

[0001]

[0001] The present invention is an automotive lock, particularly related to a lock for an automotive hood, comprising a lock mechanism generally composed of a rotary latch and a claw portion, and further comprising a stop lever for defining a breakthrough prevention position and an overtravel position beyond the breakthrough prevention position in the closing direction of the lock mechanism. The closing direction of the lock mechanism corresponds to the rotation of the rotary latch when the lock pin moves to the inlet opening.

[0002]

[0002] Automotive locks, particularly locks for automotive hoods, are usually used to lock the hood or flap of an automobile. When using an automotive hood as an example at this point, an operating device is usually provided inside the related automobile body. With the help of the operating device, for example, a release lever and thus the claw portion can be operated manually or by a motor via a Bowden cable to release the lock mechanism.

[0003]

[0003] Automotive hood locks can generally be opened in this way, but for safety reasons, they are only lifted by a small gap using spring force. Such an approach is necessary, for example, to prevent the front hood of the automobile from being fully opened when the operating device is accidentally actuated during driving. To fully open the automotive hood from this gap position, usually, the catch lever is rotated to release the front hood when the vehicle is stationary.

[0004]

[0004] In addition to the above-mentioned features specific to automotive hood locks and the usually provided catch lever, so-called breakthrough prevention is generally implemented. This protects the lock mechanism composed of a rotary latch and a claw portion from excessive force, for example, when the front hood is closed at high speed. For this purpose, a stop lever is essentially provided, thereby defining a breakthrough prevention position and an overtravel position beyond the breakthrough prevention position.

[0005]

[0005] In fact, the overtravel position generally corresponds to a fact that provides additional accident protection. This can be done by moving the rotary latch from the main lock position to the overtravel position. Such movement occurs, for example, when a pedestrian falls onto or collides with the hood of a vehicle in an accident. The possibility that the rotary latch, or the entire locking mechanism, can move to the overtravel position at least reduces the injury to the pedestrian in such an accident.

[0006]

[0006] For this purpose, in the prior art classified as DE 102008 025 604 A1, an approach is employed in which the stop lever has a locking projection that interacts with a locking area on a rotating latch, for example, when the front flap swings and closes.

[0007]

[0007] This prevents the rotary latch from rotating beyond the closed position, i.e., the main lock position, and consequently prevents the front flap from moving downward beyond the closed position (breakthrough prevention position).

[0008]

[0008] On the other hand, for example, if a pedestrian collides with the front flap which is closed by the lock, the locking projection on the stop lever cannot interact with the locking area, and as a result the rotary latch moves to the overtravel position via the locking pin. This forms a kind of pedestrian protection device and mitigates / damps the impact.

[0009]

[0009] In an automotive lock with a similar configuration to DE 10 2020 132 422 A1, the claw portion is equipped with a corresponding limiting extension portion for the closing movement of the rotary latch. During the closing process of the locking mechanism, the rotary latch rotates the claw portion by the extension of its own movement, guiding the claw portion into its own movement path as a stopper and defining an over-travel prevention position. As a result, the rotary latch can freely rotate from the locked position to the over-travel position in the closing direction.

[0010]

[0010] While the prior art is useful in principle, there is room for further improvement. For example, in the prior art classified as DE 10 2008 025 604 A1, the stop lever is controlled using a locking pin. For this purpose, the stop lever is preloaded by a spring. In order to achieve the overtravel position, in the situation of the exemplary embodiment, when the rotary latch is in the closed position and the claw is in the locked position, the locking projection on the claw must be positioned at a predetermined distance from the relevant locking area of ​​the stop lever, so that the rotary latch can cooperate with the locking pin to perform overtravel. This requires a relatively complex functional sequence that is prone to failure, particularly with respect to the interaction between the locking projection on the claw and the relevant locking area of ​​the stop lever, under the condition that they must be spaced apart from each other in order to achieve the overtravel position.

[0011]

[0011] When considering DE 10 2020 132 422 A1, it is noteworthy that in this case, the limiting extension, which is an integral component of the claw portion, ultimately functions as a stopper at the breakthrough prevention position. Even in this case, improvements in functionality and safety are possible.

[0012]

[0012] The present invention is based on the technical problem of developing such a type of automotive lock to provide a structurally simple and functionally reliable configuration.

[0013]

[0013] In order to solve this technical problem, the present invention is characterized in that the stop lever is controlled by the movement of the claw portion in the closing direction of the locking mechanism.

[0014]

[0014] Accordingly, in contrast to the prior art, according to the present invention, the stop lever is activated by the movement of the claw portion in the closing direction, and the overall breakthrough prevention position and overtravel position can be defined.

[0015]

[0015] According to the present invention, the claw ensures that the stop lever is operated or controlled in this manner. In this case, the stop lever can take on at least an escape prevention position and an overtravel position. This is ensured by the claw following the closing direction of the locking mechanism. Thus, the claw can act directly or indirectly on the stop lever. In addition, the stop lever is usually continuously coupled to the claw. That is, the movement of the claw in the closing direction (or opening direction) of the locking mechanism is converted into the corresponding controlled movement of the stop lever. This means that malfunctions are minimized because the claw generally takes on an initial locked position and then a main locked position in the closing direction of the locking mechanism while in contact with a rotary latch and assisted by a spring.

[0016]

[0016] During this series of movements, the claw performs a corresponding pivoting motion around its axis of rotation, and this motion is transmitted directly or indirectly to the operation of the stop lever. As a result, the stop lever takes on at least the breakthrough prevention position and the overtravel position. This is particularly simple and reliable. These are the main advantages. [Overview of the project]

[0017]

[0017] According to an advantageous embodiment, the anti-break position of the stop lever, and consequently the anti-break position of the rotary latch, corresponds to an intermediate position of the claw portion during the transition from the pre-lock position to the main-lock position. In this case, at the anti-break position, the stop lever blocks the lock pin at least temporarily and indirectly.

[0018]

[0018] After the claw portion assumes the main locked position, the stop lever releases the lock pin. As a result, if the lock pin is subjected to further closing action from the main locked position (for example, if a pedestrian collision occurs with the relevant front hood as described in the introduction above), the rotary latch can pivot further to assume the overtravel position. That is, the overtravel position is used to dampen this impact motion. In this case, damping is achieved by the spring-elastic reaction force from the rotary latch to the front hood due to a spring acting on the rotary latch in the opening direction, and the deformation reaction force of the rubber seal around the edge of the front hood.

[0019]

[0019] As described above, the claw generally operates the stop lever indirectly. In practice, the claw usually influences and controls the stop lever via the operating lever. For this reason, the claw and the operating lever are usually coupled to each other so as not to rotate relative to each other. In addition, it has been found to be particularly advantageous in this regard if the claw and the operating lever are mounted coaxially and rotatably around a common axis of rotation.

[0020]

[0020] Typically, a lifting lever is provided as an auxiliary and additional component. In this case, the lifting lever is usually preloaded by a spring in the direction of opening the locking mechanism. In fact, the lifting lever works in cooperation with the rotary latch to ensure that the breakthrough prevention position, the overtravel position, and the aforementioned gap position are taken. For this reason, the locking pin that moves towards the entrance opening of the rotary latch in the closing direction of the locking mechanism ensures not only that the rotary latch is rotated, but also that the lifting lever is acted upon at the same time.

[0021]

[0021] In this regard, it has been found to be particularly effective and advantageous for the lifting lever and the rotary latch to interact together with the locking pin. For this reason, the lifting lever and the pawl are usually mounted coaxially with each other, around a common axis of rotation. The operating lever also uses the same common axis of rotation. The rotary latch and the stop lever are also mounted rotatably around different, spaced-apart common axes of rotation.

[0022]

[0022] Therefore, when the lock pin moves to the entrance opening and the lock mechanism is subjected to a closing action, the lock pin also ensures that the lifting lever is simultaneously subjected to an opening action against the spring force acting on it. In the closing direction of the lock mechanism, the lock pin ensures that the rotary latch moves to the pre-lock position and then to the main-lock position. At the same time, the lifting lever is pivoted against the spring force releasing it and performs a rotation / pivot motion about an axis common to the operating lever and the claw.

[0023]

[0023] As soon as the locking mechanism reaches the breakthrough prevention position, the lifting lever moves against the opposing stop of the stop lever with the stopper. However, this breakthrough prevention position is taken only temporarily, that is, only temporarily when the position of the claw is in an intermediate position during the transition from the pre-lock position to the main lock position. However, this intermediate position and the collision of the stop lever with the opposing stop by the lifting lever associated with it only ensure the temporary prevention of the locking mechanism in the breakthrough prevention position. This is because the claw pivots from the intermediate position to the main lock position as the locking pin moves further in the closing direction of the locking mechanism. The claw taking the main lock position relative to the rotating latch corresponds to the stop lever pivoting in the retraction direction relative to the lifting lever, thereby allowing the locking mechanism to take the main lock position without any problems. At the same time, if additional action is applied to the locking pin thereafter, the rotating latch may move to an overtravel position in the closing direction of the locking mechanism. In this overtravel position, pedestrian collisions are attenuated as much as possible by appropriate and increased damping force, and health hazards are avoided.

[0024]

[0024] The unlocking movement of the locking mechanism starting from the main lock position corresponds to the claw portion being lifted from its engagement with the rotary latch. This can be done by mechanical means such as cable pulling or by electric means as described at the beginning. As a result, the rotary latch pivots in the unlocking direction and releases the lock pin that was previously engaged at the inlet opening. The lock pin still remains stationary on the lifting lever, and the lifting lever amplifies the unlocking operation by spring assist, ensuring that the associated front hood takes the desired clearance position safely as a whole, even when, for example, the weight of the front hood is increased due to snow accumulation.

[0025]

[0025] As a result, when the vehicle is stopped, the operator can mechanically open the front hood. For this, usually, it is only necessary to pivot and move away an additional catch lever, thereby releasing the lock pin against the locking mechanism and enabling the front hood to which the lock pin is connected to be fully opened. These are the main advantages.

Brief Description of the Drawings

[0026]

[0026] Hereinafter, the present invention will be described in more detail with reference to the drawings showing only a single exemplary embodiment. [Figure 1] Figure 1 shows an automotive lock according to the present invention at different functional positions during the closing movement. [Figure 2] Figure 2 shows an automotive lock according to the present invention at different functional positions during the closing movement. [Figure 3] Figure 3 shows an automotive lock according to the present invention at different functional positions during the closing movement. [Figure 4] Figure 4 shows an automotive lock according to the present invention at different functional positions during the closing movement. [Figure 5] Figure 5 shows a state in which the breakthrough prevention position is taken. [Figure 6] Figure 6 shows an automotive lock according to the present invention at the overtravel position.

[0027] Detailed Description of the Invention

[0028]

[0027] The drawings show an automotive lock. The automotive lock is not limited to an automotive hood lock. In fact, the automotive lock is designed as an automotive hood lock, and according to an exemplary embodiment, corresponds to a hood 1 shown in Figure 2, the hood 1 is equipped with a lock pin 2 connected thereto. The lock pin 2 interacts with locking mechanisms 3, 4 which consist substantially of a rotating latch 3 and a claw portion 4.

[0029]

[0028] Furthermore, the basic structure includes a stop lever 5 that defines the breakthrough prevention position shown in Figure 5 and the overtravel position corresponding to the illustration in Figure 6, which will be described later. In this case, the above positions are observed in the closing direction of the locking mechanisms 3 and 4, that is, as the lock pin 2 gradually moves toward the entrance opening 3a of the rotating latch 3, as shown by the downward arrow in Figure 1.

[0030]

[0029] In this process, the lock pin 2 gradually enters the entry slot 6a of the lock case or lock plate 6 along the direction of the arrow shown in Figure 1. The lock plate 6 serves to support the lock mechanisms 3 and 4 and other levers described later. In addition to the stop lever 5 described above, these additional levers include a lift lever 7, which is not generally required but is conventionally used in car hood locks. In this case, the lift lever 7 is equipped with a stop surface 7a, and in the motion shown by the arrow in Figure 1, the lock pin 2 moves toward this stop surface 7a in the closing direction of the lock mechanisms 3 and 4.

[0031]

[0030] That is, as soon as the front hood 1 is closed and the lock pin 2 on the front hood 1 moves in the closing direction along the arrow shown in Figure 1 to the entrance slot 6a of the lock plate 6, the lock pin 2 ensures that the rotation latch 3 pivots about its axis 8 in the counterclockwise direction shown in Figure 1, and that the lifting lever 7 pivots about its axis 9 in the counterclockwise direction corresponding to the illustration in Figure 1 by resting on the stop surface 7a.

[0032]

[0031] It can be seen that the lifting lever 7 is mounted coaxially with the claw portion 4, taking into consideration the common rotation axis 9. In addition, the lifting lever 7 is preloaded in the direction opposite to the opening direction of the locking mechanisms 3 and 4, that is, the closing direction indicated by the arrow in Figure 1.

[0033]

[0032] The operating lever 10 is also mounted coaxially with the lifting lever 7 and the claw portion 4. The operating lever 10 is coupled to the rotation latch 4 so as not to rotate relative to it. Therefore, the operating lever 10 engages with the corresponding recess 4a of the claw portion 4 by its pin 10a.

[0034]

[0033] It can be seen that the claw portion 4 is equipped with a chamfer 4b, and that the Bowden cable 11 illustrated in Figure 4 can be connected to this chamfer 4b. The Bowden cable 11 causes the claw portion 4 to be mechanically or electrically rotated about its axis 9 in the counterclockwise direction shown in Figure 4, thereby disengaging it from the rotary latch 3. In this way, the locking mechanisms 3 and 4 can be released electrically or manually from, for example, the main locked position when transitioning from Figure 5 to Figure 6.

[0035]

[0034] In addition to the stopping surface 7a, the lifting lever 7 has an additional operating surface 7b for activating the sensor 12.

[0036]

[0035] In an exemplary embodiment, the sensor 12 is a switch, specifically a microswitch. It is connected to a control unit (not shown) via an electrical connection line 13. In this way, the control unit obtains information about each functional position of the car lock.

[0037]

[0036] In fact, the open state shown in Figure 1 corresponds to a state in which the sensor or switch 12 is not activated. On the other hand, when the locking mechanisms 3 and 4 take the pre-lock position corresponding to the illustration in Figure 3, the sensor or switch 12 is activated. However, when it reaches the breakthrough prevention position corresponding to Figure 5, the action on the sensor 12 ends. The same is true for the overtravel position shown in Figure 6.

[0038]

[0037] According to an exemplary embodiment, the stop lever 5 is mounted coaxially with the rotary latch 3. That is, the rotary latch 3 and the stop lever 5 are pivotable about a common axis 8. In this case, the common axis 8 relating to the rotary latch 3 and the stop lever 5 is defined by bearing pins mounted on the lock case or lock plate 6. Similarly, the same applies to the common axis 9 relating to the claw portion 4, the lifting lever 7 and the operating lever 10. This common axis 9 is also defined by bearing pins mounted on the lock case or lock plate 6. Each of these bearing pins extends mainly perpendicular to the lock plate 6 and is spaced apart from one another.

[0039]

[0038] The operating modes are as follows. Figure 1 shows the open position of the automobile lock or associated locking mechanisms 3 and 4. The locking direction of the locking mechanisms 3 and 4 is achieved by the locking pin 2 moving into the entrance slot 6a of the locking plate 6 in the direction of the arrow shown in Figure 1. As a result, the rotary latch 3 moves from its position as shown in Figure 1 and is rotated in the counterclockwise direction shown in the same figure. The same applies to the lifting lever 7. This can be seen in the transition from Figure 1 to Figure 2. During this process, the locking pin 2 gradually enters the entrance mouse 3a of the rotary latch 3.

[0040]

[0039] In Figure 2, the locking mechanisms 3 and 4 are positioned just before the pre-locked position shown in Figure 3. It can be seen that the operating surface 7b of the lifting lever 7 is within the range of influence of the sensor 12. At the same time, the claw portion 4 is supported by a spring and rests on the outer circumference of the rotating latch 3. Since the operating lever 10 is connected to the claw portion 4 in a way that prevents relative rotation, the closing movement of the locking mechanisms 3 and 4 from Figure 1 to Figure 2 causes the claw portion 4, and together with it, the operating lever 10, to move counterclockwise around the common axis 9.

[0041]

[0040] As a result, the operating lever 10 rests on the stop lever 5, ensuring that the stop lever 5 rotates clockwise around the common axis 8 with the rotation latch 3 during the transition from Figure 1 to Figure 2.

[0042]

[0041] As shown in Figure 2, when the locking mechanisms 3 and 4 are further acted upon in the closing direction by the locking pin 2, the claw portion 4 can fall into the pre-lock position of the rotary latch 3 during the transition from Figure 2 to Figure 3. This corresponds to the movement of the claw portion 4 and the operating lever 10, which is connected to it in a way that prevents relative rotation, clockwise around the axis 9 during the transition from Figure 2 to Figure 3. As a result, the stop lever 5, which has a spring load applied in the direction of the operating lever 10, moves counterclockwise around the common axis 8 with the rotary latch 3 from Figure 2 to Figure 3. In addition, as the locking mechanisms 3 and 4, corresponding to those shown in Figure 3, take the pre-lock position, the lifting lever 7, which has been rotated counterclockwise around the axis 9 during this process, acts on the sensor 12 with its operating surface 7b. Therefore, the corresponding signal can be transmitted to a control unit (not shown) via the electrical wire 13.

[0043]

[0042] During the transition from Figure 3 to Figure 4, the forward movement of the lock pin 2 within the entrance slot 6a of the lock plate 6 ensures that the claw portion 4 disengages from the pre-lock of the rotating latch 3 corresponding to the illustration in Figure 3 and contacts the outer circumference of the rotating latch 3 in the main locking direction.

[0044]

[0043] As the lock pin 2 moves in the closing direction, during the transition from Figure 4 to Figure 5, the claw portion 4 takes an intermediate position during the transition from the pre-lock position to the main-lock position. In fact, the pre-lock position is shown in Figure 3, and the main-lock position of the locking mechanisms 3 and 4 can be seen in the transition from Figure 5 to Figure 6, whereas Figure 5 shows the intermediate position between the pre-lock position and the main-lock position. This intermediate position corresponds to the breakthrough prevention position for the rotary latch 3, the stop lever 5, and by extension, the locking mechanisms 3 and 4, and even the entire automotive lock. In this breakthrough prevention position, the lifting lever 7 contacts the opposing stopper 5a of the stop lever 5 with the stopper 7c. This breakthrough prevention position corresponds to a temporary mutual blockage between the stop lever 5 and the lifting lever 7. This also (temporarily) blocks the lock pin 2 in the closing direction as it moves towards the entrance opening 3a or entrance slot 6a. However, the blockage is essentially temporary.

[0045]

[0044] This is because, during the transition from Figure 5 to Figure 6, by taking the main lock position, it is ensured that the claw portion 4 falls from the intermediate position in Figure 5 into the main lock of the rotation latch 3. This involves the claw portion 4 rotating clockwise around the axis 9. Since the operating lever 10 is connected to the claw portion 4 in a way that prevents relative rotation, the stop lever 5 follows the operating lever 10 and performs a counterclockwise rotational movement around the axis 8 during the transition from Figure 5 to Figure 6. As a result, the opposing stopper 5a on the stop lever 5 is released from the stopper 7c on the lifting lever 7.

[0046]

[0045] Here, the locking mechanisms 3 and 4 are in the main locking position. From this point onward, if the locking pin 2 is subjected to further action in the closing direction of the locking mechanisms 3 and 4, the rotary latch 3 takes the overtravel position shown in Figure 6. In this overtravel position, as described above, the shock is damped by the anti-spring force constructed at this position. At the intermediate position of the claw portion 4 corresponding to the illustration in Figure 5, it can be confirmed that the operating surface 7b on the lifting lever 7 is already detached from the sensor 12. The same applies to the overtravel position corresponding to the illustration in Figure 6. In this case, the control unit evaluates the signal from the sensor 12 and registers the corresponding signal change.

[0047]

[0046] From the main locked position as shown in Figure 5, the locking mechanisms 3 and 4 can be released between the functional positions shown in Figures 5 and 6. To do this, the claw portion 4 is rotated counterclockwise around the axis 9 as shown in Figure 4. This can be done manually and / or electrically via the connected Bowden cable 11.

[0048]

[0047] As a result, the rotating latch 3, supported by a spring, pivots counterclockwise around the axis 8 from the main locked position, releasing the previously engaged lock pin 2. Simultaneously, this movement is supported by a lifting lever 7, which is acted upon by a spring (not shown) in the opening direction of the locking mechanisms 3 and 4. The lifting lever 7 ensures that the front hood 1 takes on a clearance position corresponding to the functional position in Figure 1. In this clearance position, the operator can pivot the catch hook (not shown) when the vehicle is stopped and open the front hood. In this regard, the lifting lever 7 ensures that the clearance position is achieved even when the hood 1 is subjected to a snow load, for example. This is ensured by the lock pin 2 leaning against the stopping surface 7a on the lifting lever 7. [Explanation of Symbols]

[0049] Front hood 1, Lock pin 2, Locking mechanism 3, 4, Rotating latch 3, Inlet opening 3a, Claw part 4, recess 4a, Chamfered part 4b, Stop lever 5, Opposing stopper 5a, Lock plate 6, Entrance slot 6a, Lifting lever 7, Stop surface 7a, working surface 7b, Stopper 7c, Axis 8, Rotation axis 9, Operating lever 10, Pin 10a, Bowden Cable 11, Sensor 12, Connection wire 13.

Claims

1. Automotive locks, especially car hood locks, The locking mechanism (3, 4) is generally composed of a rotating latch (3) and a claw portion (4), and further includes a stop lever (5) for defining an over-travel position and an over-travel position beyond the over-travel position in the closing direction of the locking mechanism (3, 4), the closing direction of the locking mechanism (3, 4) corresponds to the rotation of the rotating latch (3) as the lock pin (2) enters the entrance opening (3a). The stop lever (5) is controlled by the movement of the claw portion (4) in the closing direction of the locking mechanism (3, 4), characterized in that it is a car lock.

2. The automobile lock according to claim 1, characterized in that the anti-breaking position of the rotating latch (3) corresponds to an intermediate position of the claw portion (4) during the transition from the pre-lock position to the main lock position.

3. The automobile lock according to claim 1 or 2, characterized in that, in the aforementioned breakthrough prevention position, the stop lever (5) at least temporarily and indirectly blocks the lock pin (2).

4. The car lock according to any one of claims 1 to 3, characterized in that after the claw portion (4) takes the main lock position, the stop lever (5) releases the lock pin (2) and the rotating latch (3) takes its overtravel position.

5. The car lock according to any one of claims 1 to 4, characterized in that the claw portion (4) acts on the stop lever (5) via the operating lever (10) to activate it.

6. The automobile lock according to claim 5, characterized in that the claw portion (4) and the operating lever (10) are coupled to each other so as not to rotate relative to each other.

7. The car lock according to claim 5 or 6, characterized in that the claw portion (4) and the operating lever (10) are supported coaxially with respect to a common rotation axis (9).

8. The automobile lock according to any one of claims 1 to 7, further characterized in that a lifting lever (7) is provided.

9. The automobile lock according to claim 8, characterized in that the lever (7) and the rotating latch (3) interact together with the lock pin (2).

10. The automobile lock according to claim 8 or 9, characterized in that the lifting lever (7) and the claw portion (4) are mounted coaxially with respect to a common rotation axis (9).

Images