Abstract
The invention relates to a securing device (1), which has a front hood (2) and a hood lock (3) with a lock holder (10), for a motor vehicle. The hood lock (3) has a rotary latch (4) with a pre-latching position and a main latching position in which the front hood (2) is closed and locked, an electric drive (5) which switches the rotary latch (4) from the main latching position into the pre-latching position, and a bayonet-type closure system (13) with a closed position, a release position, and an intermediate position. In the closed position, the rotary latch (4) is located in the main latching position; in the intermediate position, the rotary latch (4) is located in the pre-latching position and the lock holder (10) is engaged with the rotary latch (4); and in the release position, the lock holder (10) is released by the rotary latch (4) and the front hood (2) is unlocked.
Claims
1. A safety device for a motor vehicle hood assembly of a motor vehicle, the safety device comprising: a front hood, and a hood latch including: a latch holder connected to the front hood for locking and unlocking the front hood relative to a vehicle body of the motor vehicle, a catch arranged in the vehicle body, the catch having a pre-ratchet position and a main ratchet position, the catch being pivotally movable from the pre-ratchet position, in which the catch captures the latch holder to first lock the front hood without fully closing the front hood thereby preventing the front hood from moving in an opening direction of the front hood, to the main ratchet position, in which the catch captures and retains the latch holder to both lock and fully close the front hood, an electrical drive that is arranged in the vehicle body and has a mechanical operative connection with the catch to pivot the catch from the main ratchet position into the pre-ratchet position during unlocking of the front hood, and a bayonet latching system arranged in the vehicle body and mechanically engageable with the latch holder to enable unlocking of the front hood, the bayonet latching system being linearly movable among from a closure position to an intermediate position, and from the intermediate position to a release position, and wherein when the bayonet latch system is in the closure position, the catch is located in the main ratchet position, when the bayonet latch system is in the intermediate position, the catch is located in the pre-ratchet position, and wherein the bayonet latching system is configured to enable unlocking of the front hood when the bayonet latch system is moved into the release position via the latch holder being able to be released from the catch to unlock the front hood only when the bayonet latching system is in the release position.
2. The safety device according to claim 1, wherein the bayonet latching system is manually transferrable from the intermediate position to the release position.
3. The safety device according to claim 1, wherein the electrical drive is configured to move the bayonet latching system from the closure position to the intermediate position.
4. The safety device according to claim 1, wherein the bayonet latching system has at least a first latching element and a second latching element, whereby the first latching element is movable relative to the second latching element.
5. The safety device according to claim 4, wherein in the closure position of the bayonet latching system, the first latching element assumes a closure angular position relative to the second latching element, and in the intermediate position of the bayonet latching system, the first latching element assumes an intermediate angular position relative to the second latching element.
6. The safety device according to claim 4, wherein the bayonet latching system forms a first shifting connection between the first latching element and the second latching element, which is blocked when the bayonet latching system is in the intermediate position and released when the bayonet latching system is in the release position.
7. The safety device according to claim 6, wherein the bayonet latching system has a blocking element.
8. The safety device according to claim 7, wherein the blocking element blocks the first shifting connection when the bayonet latching system is in the intermediate position and releases the first shifting connection when the bayonet latching system is in the release position.
Description
BRIEF DESCRIPTION OF DRAWINGS
(1) Other advantages, characteristics and details of the invention result from the following description at least of a preferred exemplary embodiment to which the invention is not restricted, however, and on the basis of the figures.
(2) These show in:
(3) FIG. 1 a sectional view of a safety device;
(4) FIG. 2 a sectional view of a section of the safety device according to FIG. 1 with a bayonet latching system in a closure position;
(5) FIG. 3 a sectional view of a section of the safety device according to FIG. 1 with a catch in a pre-ratchet position;
(6) FIG. 4 a sectional view of a section of the safety device according to FIG. 1 with the catch according to FIG. 3 in a main ratchet position;
(7) FIG. 5 a section of the safety device according to FIG. 1 with an additional mechanical operative connection between a first electromotor and the bayonet latching system;
(8) FIG. 6 a front hood in an intermediate position;
(9) FIG. 7 the bayonet latching system in a release position;
(10) FIG. 8 the front hood in an open position;
(11) FIG. 9 an interaction of a coil with a towing arm during movement of the front hood in the direction of a closure position;
(12) FIG. 10 the bayonet latching system during adjustment into the closure position.
DETAILED DESCRIPTION
(13) FIG. 1 shows a sectional view of a safety device 1 for a motor vehicle with a front hood 2, a hood latch 3 and a handle 14. The hood latch 3 has a catch 4, a bayonet latching system 13 and an electrical drive 5 which has a first electromotor 6 and a second electromotor 7. The front hood 2 is closed in the position shown by means of solid lines in FIG. 1, i.e. it is located in a closure position. In the closure position an elastic element 8, such as a sealing rubber which is arranged in the closure position between a stationary component 9 of the safety device 1 and the front hood 2 is compressed. The open position of the front hood 2 is depicted in dot-dashes in FIG. 1. Furthermore, the hood latch 3 has a pawl 12 and a latch holder 10 which is executed as a latch bracket, for example, and is arranged via a coupling element 11 of the safety device 1 on the front hood 2. The catch 4 and the pawl 12 are respectively rotatably arranged on a non-illustrated stationary component of the safety device 1. The catch 4 is located in a main ratchet position in the position shown in FIG. 1.
(14) FIG. 2 shows a sectional view of a section of the safety device 1 shown in FIG. 1 with the bayonet latching system 13 in a closure position. The bayonet latching system 13 has a first latching element 15 which is rotatably arranged on a non-illustrated stationary component of the safety device 1, a second latching element 16, a blocking element 17, a knob 18, which is firmly connected to the second latching element 16, a guide slit 19 to guide the knob 18 and a towing arm 20. The second latching element 16 is conducted shiftably to the first latching element 15 and partly within the first latching element 15.
(15) The bayonet latching system 13 has three positions according to the invention, namely a closure position, a release position and an intermediate position. In the closure position, a first shifting connection is blocked between the first latching element 15 and the second latching element 16. Hereinafter, the interaction of the electrical drive 5 with the catch 4, the latch holder 10 and the front hood 2 will be explained initially and subsequently the functionality of the bayonet latching system 13.
(16) FIG. 3 shows a sectional view of a section of the safety device 1 which illustrates the front hood 2, the catch 4 and the electrical drives 5. The catch 4 has a rotational point 23, an opening rotational direction 21 and an opposite closure rotational direction 22. The catch 4 has a pre-ratchet contour 24 and a main ratchet contour 25 which can respectively interact with a counterratchet contour 26 of the pawl 12 and an infeed section 27 which is formed by a collecting arm 28 and a load arm 29. The front hood 2 is located in the position shown in FIG. 2 in an intermediate position between the open position and the closure position and is bolted to the latch holder 10 but not closed by means of the engagement of the catch 4.
(17) The catch 4 is located in a pre-ratchet position in FIG. 3. In the pre-ratchet position, the pawl 12 is kept compressed against the catch 4 by means of a pawl spring element 31, such as a tension, pressure or spiral spring. In addition, the catch 4 is spring-impinged by means of a catch spring element 32, such as a tension, pressure or spiral spring, in an opening direction 21, whereby the pre-ratchet contour 24 is pressed against the counterratchet contour 26. In the pre-ratchet position, the front hood 2 is bolted and blocked in the direction of the open position.
(18) FIG. 4 shows a sectional view of a section of the safety device 1 with the catch 4 in the main ratchet position. The main ratchet position is attained by the catch 4 starting from the pre-ratchet position being further rotated in the closure rotational direction 22 according to FIG. 3. In one embodiment, this can be caused by depression of the front hood 2 and in another embodiment by driving of the catch 4 by means of the first electromotor 6. A movement of the catch 4 in the direction of the main ratchet position can also be caused by means of a combination of a manual depression and electrical driving of the first electromotor 6.
(19) During the rotation of the catch 4 in the closure rotational direction 22 to at least beyond the main ratchet position of the catch 4 the main ratchet contour 25 passes the counterratchet contour 26, whereby the main ratchet contour 25 is located in front of the counterratchet contour 26 in the closure rotational direction 22, so that the pawl 26 can ratchet into the main ratchet contour 24 and the catch 4 assumes the main ratchet position. The front hood 2 is bolted and closed in the main ratchet position and blocked in the direction of the open position.
(20) If the front hood 2 is unbolted starting from the main ratchet position, the catch 4 is initially transferred from the main ratchet position to the pre-ratchet position. This is caused in the embodiment shown in FIG. 1 to FIG. 4 by the second electromotor 7 moving the pawl 12 into the dot-dashed position shown in FIG. 4 by means of a pawl pinion shaft gearwheel 36 and a pawl drive gearwheel 33. The catch 4 is therefore released in the opening rotational direction. In a special embodiment, the first electromotor 6 causes switchover of the catch 4 from the main ratchet position shown in FIG. 4 to the pre-ratchet position shown in FIG. 3, whereby the safety device 1 has a mechanical operative connection between the electrical drive 5 and the catch 4 during this switchover. The mechanical operative connection is formed by a pinion gearwheel 34 which is connected to the pinion shaft of the first electromotor 6 in a form-fitting manner and a catch drive gearwheel 35 which is connected to the catch 4 in a form-fitting manner, whereby the pinion shaft gearwheel 34 combs with the drive gearwheel 35.
(21) The functionality of the bayonet latching system 13 will be described hereafter. FIG. 5 shows a section of the safety device 1 with an additional mechanical operative connection 51 between the first electromotor 6 and the bayonet latching system 13. The additional mechanical operative connection 51 is formed by the pinion gearwheel 34, a first gearbox gearwheel 52, a second gearbox gearwheel 53, a third gearbox gearwheel 54, a coupling rod 55, a fourth gearbox gearwheel 56 and a fifth gearbox gearwheel 57, whereby with the aid of the additional mechanical operative connection 51 a torque can be transferred from the pinion gearwheel 34 to the fifth gearbox gearwheel 57.
(22) The pinion gearwheel 34 combs with the first gearbox gearwheel 52, whereby a gearbox connection is formed as a reduction gearbox from the pinion gearwheel 34 to the first gearbox gearwheel 52. The second gearbox gearwheel 53 is connected to the first gearbox gearwheel 52 in a form-fitting manner and combs with the third gearbox gearwheel 54. The third gearbox gearwheel 54 is connected to the fourth gearbox gearwheel 56 by means of the connecting rod 55 which combs with the fifth gearbox gearwheel 57. The fourth gearbox gearwheel 56 forms a bevel gear wheel gearbox with the fifth gearbox gearwheel 57, whereby the fifth gearbox gearwheel 57 is executed as a pinion and the fourth gearbox gearwheel 56 as a crown gear. By means of the additional mechanical operative connection 51, a mechanical coupling of a rotation of the catch 4 is provided which is also driven by means of the pinion gearwheel 34, with a rotation of the first latching element 15.
(23) The bayonet latching system 13 shown in FIG. 5 is located in the closure position in which the knob 18 is held in a recess 58 of the guide slit 19 in a spring-impinged manner by means of a tensioned pressure spring 59. The pressure spring 59 is braced on one side on a base of the first latching element 15 and in the tensioned state acts on the second latching element 16 into a direction away from the base of the first latching element 15. In the closure position of the bayonet latching system 13 the first latching element 15 assumes a closure angular position in respect of the second latching element 16 which is illustrated in FIG. 5a. FIG. 5a shows a sectional view of the first latching element 15 and the second latching element 16 with the knob 18 from one viewing direction of the fifth gearbox gearwheel 57.
(24) Starting from the closure angular position shown in FIG. 5a and FIG. 5, during rotation of the catch 4 from the main ratchet position to the pre-ratchet position the first latching element 15 in respect of the second latching element 16 is rotated in the plane shown in FIG. 5a and FIG. 5b in a clockwise direction from the closure angular position to the intermediate angular position which is illustrated in FIG. 5b. In this rotation, the knob 18 and the second latching element 16 remain. In this rotation, the first latching element 15 crosses over an angular area 60 with the guide slit 19. In an adjustment of the bayonet latching system 13 from the intermediate position to the closure position the first latching element 15 also crosses over the angular area 60, only in the opposite direction, i.e. in an anti-clockwise direction in the plane shown in FIG. 5a and FIG. 5b. A first rotational connection is formed between the first latching element 15 and the second latching element 16 by means of adjustability of the first latching element 15 in respect of the second latching element 16 from the closure angular position to the intermediate angular position.
(25) The mechanical coupling between the catch 4 and the first latching element 15 is especially advantageously provided in such a way that during movement of the catch 4 a speed of the first latching element 15 is multiple times less, for example by the factor 2, 3, 4 or up to 10, than a speed of the catch 4. The mechanical coupling is preferably provided for such that an angular area which is crossed by the catch drive gearwheel 35 during rotation of the catch 4 from the main ratchet position into the pre-ratchet position, as for example from approximately 20 to 40 degrees, corresponds to the angular area 60, which is crossed over by the first latching element 15 during rotation from the closure position to the intermediate position of the bayonet latching system 13, such as from approximately 2 to 20 degrees. During rotation of the catch 4 from the pre-ratchet position to the main ratchet position the same applies to the relationship between the angular area 60 and the angular area of the catch drive gearwheel 35. The rotational directions of the individual gearbox gearwheels during rotation of the catch 4 from the main ratchet position into the pre-ratchet position are depicted in FIG. 5 by means of arrows.
(26) Starting from the closure position of the bayonet latching system 13 shown in FIG. 5 the first latching element 15 is rotated as described above into the intermediate angular position in respect of the second latching element 16, so that the bayonet latching system 13 is located in the intermediate position.
(27) FIG. 6 shows the bayonet latching system 13 in the intermediate position and the catch 4 in the pre-ratchet position. The knob 18 is in the intermediate position of the bayonet latching system 13 acted on by the pressure spring 59 on the blocking element 17. The blocking element 17 is shown in a blocking position in FIG. 6 and in this position prevents relaxation of the pressure spring 59 and thus spring-assisted shifting of the second latching element 16 and a movement of the latch holder 10 in the direction of an opening position of the latch holder 10 with the aid of the second latching element 16. In other words, the blocking element 17 blocks the first shifting connection between the first latching element 15 and the second latching element 16 in the direction of the release position of the bayonet latching system 13 in the intermediate position of the bayonet latching system 13.
(28) In FIG. 6, the front hood 2 is shown in an intermediate position, i.e. in a position between the closure position and the open position of the front hood 2. The catch 4 is located in the pre-ratchet position and the latch holder 10 is held in a closure position in a spring-impinged manner by means of a latch holder spring 63 in which the front hood 2 is bolted. The front hood 2 is slightly elevated in the pre-ratchet position of the catch 4 compared to the closure position of the front hood 2 and the handle 14 is accessible and manually movable for an operator. The handle 14 is mechanically coupled with the blocking element 17, preferably firmly connected, whereby the blocking element 17 can be manually moved in the intermediate position. From the position of the handle 14 shown in FIG. 6 the handle can be transferred into a position in which a welt 62 of the handle 14 strikes a lower edge of the front hood 2, whereby this position is illustrated in FIG. 6 with the dot-dashed position of the welt 62. In this position of the handle 14 the blocking element 17 in the position shown in FIG. 6 is arranged shifted upwards by a path L.sub.2 in which the knob 18 is released in the direction of a vertical extension of the guide slit 19, which is shown in FIG. 7. During a movement of the blocking element 17 aligned upwards around the path L.sub.2 the mechanical coupling of the welt 62 with the blocking element 17 causes a movement of the welt 62 around the path L.sub.1, whereby the paths L.sub.1 and L.sub.2 are of the same magnitude.
(29) FIG. 7 shows the bayonet latching system 13 in the release position; starting from the intermediate position according to FIG. 6, the knob 18 and the second latching element 16 are moved by means of spring force of the tensioned pressure spring 59 along the vertical extension of the guide slit 19. The second latching element 16 pushes the latch holder 10 from the closure position into the opening position which is shown in FIG. 7, whereby the latch holder 10 is shiftably accommodated on the front hood 2 by means of the coupling element 11. The force exerted by the pressure spring 59 is considerably greater in all positions of the bayonet latching system 13 than the retention force of the latch holder spring 63. In the release position of the bayonet latching system 13 the latch holder 10 is located in the opening position and the front hood 2 is unbolted and released for opening. A shifting of the blocking element 17 by means of the handle 14 according to this causes transfer of the bayonet latching system 13 from the intermediate position to the release position, i.e. the bayonet latching system 13 can be manually transferred from the intermediate position to the release position.
(30) FIG. 8 shows the front hood 2 in the open position. The towing arm 20 which is shiftably accommodated in the second latching element 16 is located in a towing position which is illustrated by means of dot-dashed lines in FIG. 8 in the open position of the front hood 2. Starting from a passive position of the towing arm 20, which is illustrated in FIG. 8 with dot-dashed lines and in FIGS. 6 and 7 with solid lines, a core 83 of a Bowden cable 81 pushes the towing arm 20 into the towing position with a cover 82 during opening of the front hood 2. A movement of the front hood 2 is coupled with a movement of a rear end 85 of the core 83 during opening of the front hood 2 by means of a slide 84, which is firmly connected to a rear edge of the front hood 2.
(31) During closure of the front hood 2 a contact is detached between the slide 84 and the rear end 85 of the core 83 and the towing arm 20 remains in the towing position. In FIG. 8 it continues to be shown how a coil 86 is pivotably arranged by means of a rod 87 on the front hood 2. The rod 87 is held by means of a rod spring 88 in the position shown in FIG. 8 against a stop 89.
(32) FIG. 9 shows an interaction of the coil 86 with the towing arm 20 during movement of the front hood 2 in the direction of the closure position of the front hood 2. Even before the latch holder 10 comes into contact with the catch 4, the coil 86 touches the towing arm 20. After the coil 86 has touched the towing arm 20, the front hood 2 is moved further in the direction of the closure position and the coil 86 pushes the second latching element 16 by means of the towing arm 20 against the spring force of the pressure spring 59. In a position of the front hood 2 in which the front hood 2 does not yet touch the welt 62, during the closure process of the front hood 2 the knob 18 is located on the side of the blocking element 17 turned towards the pressure spring 59, as shown in FIG. 10.
(33) FIG. 10 shows the bayonet latching system 13 during adjustment into the closure position. The shifting of the second latching element 16 into the position shown in FIG. 10 releases a movement of the latch holder 10 driven by means of the latch spring 63 from the opening position illustrated in dot dashes in FIG. 10 to the closure position which is marked by means of dot-dashed lines in FIG. 10. The knob 18 glides along the guide slit 19 in the direction of the pressure spring 59 and can assume the position shown in dot dashes in FIG. 10. The pushing of the second latching element 16 by means of the front hood 2, the rod 87, the coil 86 and the towing arm 20 causes tensioning of the pressure spring 59. The effect of the weight force of the front hood 2 on the second latching element 16 is considerably greater than the counteracting spring force of the pressure spring 59.
(34) Starting from the position shown in FIG. 10, during rotation of the catch 4 from the pre-ratchet position to the main ratchet position the front hood 2 is pulled into the closure position and pushes the welt 62 downwards, whereby the blocking element 17 is transferred into the blocking position shown in FIG. 6. In addition, a lever 91 arranged on the front hood 2 moves the towing arm 20 into the passive position which is illustrated in dot dashes in FIG. 10. In the passive position, a movement of the coil 86 is released in relation to the second latching element 16, so that during adjustment of the bayonet latching system 13 from the intermediate position into the release position and during movement of the front hood 2 to the closure position the coil 86 can roll off on a surface 92 of the second latching element 16. In the movement of the front hood 2 into the closure position the coil 86 is immersed into the interior of the second latching element 16.
(35) The towing arm 20 preferably has a boom which interacts with the lever 91 in such a way that during shifting of the towing arm 20 into the passive position the boom can be sunk in the towing arm and during movement of the front hood 2 from the closure position into the direction of the open position the lever 91 passes the boom without adjusting the boom and thus the towing arm so that the towing arm 20 remains in the passive position.
(36) The first latching element 15 is rotated in respect of the second latching element 16 into the closure angular position by means of the additional mechanical operative connection 51 during rotation of the catch 4 which is shown in FIG. 5 or FIG. 5a and thus transfers the bayonet latching system 13 into the closure position.
(37) In the embodiment shown in FIGS. 1 to 10, the catch 4 can have an opening end position with the pre-ratchet position. As the latch holder 10 strikes the second latching element 16 during movement of the front hood 2 in the direction of the closure position as shown in FIG. 9, the latch holder can be moved from a position as shown in FIG. 9 by means of a further movement of the front hood 2 in the direction of the closure position from the closure position in the direction of the opening position. This depends in particular on a geometric arrangement of the latch holder 10, of the coupling element 11, of the rod 87 and the bayonet latching system 13 to one another.
(38) It is also possible that the catch 4 has an opening end position in the embodiment shown in FIGS. 1 to 10 in which the catch 4 is rotated further in an opening rotational direction 21 from the pre-ratchet position. In this embodiment the pawl 12 can be operated by means of the second electromotor 7, for example, as soon as the front hood 2 has reached the open position, and a rotation of the catch 4 is released into the opening rotational position 21 so that the catch 4 is transferred into the opening end position. In the opening end position the latch holder 10 can also be accommodated by the catch 4 without striking on the second latching element 16 by means of the collecting arm 28.
