Hood safety system for a vehicle

Abstract

A hood safety system for a vehicle prevents a hood of the vehicle from being unlocked in a crash event. The system includes a hood locking mechanism and a crash safety mechanism attached to a front structure in a front section of the vehicle. The hood locking mechanism may manually release the hood from a locked position to an unlocked position. The crash safety mechanism includes a crash pin displaceable between an inactivated state and an activated state. In the inactivated state the crash pin is disengaged from the hood locking mechanism and, in the activated state, the crash pin engages the hood locking mechanism to prevent the hood locking mechanism from displacing the hood into the unlocked position. A front section of the vehicle, when deformed by a crash event, is configured to mechanically displace the crash pin from the inactivated state to the activated state.

Claims

1. A hood safety system for a vehicle that has a hood and a front structure in a front section of the vehicle, the vehicle extending in a longitudinal direction and a lateral direction, the hood safety system for preventing the hood of the vehicle from being unlocked in a crash event, and the hood safety system comprising: a hood locking mechanism configured to be attached to the front structure of the vehicle; and a crash safety mechanism configured to be attached to the front structure of the vehicle, wherein the hood locking mechanism, through manual action from a user, is configured to release the hood of the vehicle from a locked state to an unlocked state, wherein the crash safety mechanism comprises a crash pin displaceable between an inactivated state in which the crash pin is disengaged from the hood locking mechanism and an activated state in which the crash pin engages the hood locking mechanism and prevents the hood locking mechanism from releasing the hood into the unlocked state, wherein the crash pin is mechanically displaced from the inactivated state to the activated state during the crash event in which the front section of the vehicle is deformed, wherein the hood locking mechanism cooperates with a striker that is attached to the hood, and the hood locking mechanism comprises a latch and a pawl, wherein, in the locked state, the latch engages the striker and the pawl locks the latch to prevent the hood from being unlocked, wherein, in the unlocked state, the pawl unlocks the latch to allow the striker to disengage from the latch, and wherein the latch comprises a latch body extending in the lateral direction of the vehicle, and wherein the latch body has a latch opening for receiving the crash pin in the activated state so that engagement of the crash pin with the latch opening prevents the hood locking mechanism from releasing the hood to the unlocked state.

2. The hood safety system according to claim 1, wherein the crash pin has a front part arranged to engage the front section of the vehicle during the crash event, and a rear part arranged to engage the latch in the activated state.

3. The hood safety system according to claim 2, wherein the front part of the crash pin is provided with a pressure plate, and the pressure plate is arranged to engage the front section of the vehicle during the crash event.

4. The hood safety system according to claim 1, wherein the crash pin has an elongated shape extending in a direction along an axis, and the axis of the crash pin extends in the longitudinal direction of the vehicle.

5. The hood safety system according to claim 4, wherein the crash pin, during the crash event, translates in the longitudinal direction of the vehicle from the inactivated state to the activated state.

6. The hood safety system according to claim 1, wherein the crash safety mechanism further comprises a front guide part, and the front guide part is arranged for guiding the crash pin during the crash event.

7. The hood safety system according to claim 6, wherein the front guide part is attached to the front structure of the vehicle in front of the hood locking mechanism, and has a tubular shape extending in the longitudinal direction of the vehicle, wherein the crash pin extends inside the front guide part in the inactivated state and the activated state, and wherein the front guide part guides the crash pin in the longitudinal direction when the crash pin is displaced from the inactivated state to the activated state.

8. The hood safety system according to claim 6, wherein the crash pin has a front part arranged to engage the front section of the vehicle during the crash event, and a rear part arranged to engage the latch in the activated state; wherein the front part of the crash pin is provided with a pressure plate, and the pressure plate is arranged to engage the front section of the vehicle during the crash event; and wherein a front end of the front guide part is provided with a stop plate, and the stop plate is arranged to prevent further movement of the crash pin when the crash pin has reached the activated state.

9. The hood safety system according to claim 1, wherein the crash safety mechanism further comprises a rear guide part, and the rear guide part is arranged for guiding the crash pin during the crash event.

10. The hood safety system according to claim 9, wherein the rear guide part is attached to the front structure of the vehicle behind the hood locking mechanism, and has a tubular shape extending in the longitudinal direction of the vehicle, wherein the crash pin, in the activated state, extends inside the rear guide part, and wherein the rear guide part guides the crash pin in the longitudinal direction when the crash pin is displaced from the inactivated state to the activated state.

11. The hood safety system according to claim 1, wherein the hood locking mechanism is a double-pull action hood unlocking mechanism, wherein the hood locking mechanism, through a manual double-pull action from the user, releases the hood of the vehicle from the locked state to the unlocked state.

12. A hood safety system for a vehicle that has a hood and a front structure in a front section of the vehicle, the vehicle extending in a longitudinal direction and a lateral direction, the hood safety system for preventing the hood of the vehicle from being unlocked in a crash event, and the hood safety system comprising: a hood locking mechanism configured to be attached to the front structure of the vehicle; and a crash safety mechanism configured to be attached to the front structure of the vehicle, wherein the hood locking mechanism, through manual action from a user, is configured to release the hood of the vehicle from a locked state to an unlocked state, wherein the crash safety mechanism comprises a crash pin displaceable between an inactivated state in which the crash pin is disengaged from the hood locking mechanism and an activated state in which the crash pin engages the hood locking mechanism and prevents the hood locking mechanism from releasing the hood into the unlocked state, wherein the crash pin is mechanically displaced from the inactivated state to the activated state during the crash event in which the front section of the vehicle is deformed, wherein the hood locking mechanism cooperates with a striker that is attached to the hood, and the hood locking mechanism comprises a latch and a pawl, wherein, in the locked state, the latch engages the striker and the pawl locks the latch to prevent the hood from being unlocked, wherein, in the unlocked state, the pawl unlocks the latch to allow the striker to disengage from the latch, and wherein the pawl comprises a pawl body extending in the lateral direction of the vehicle, wherein the pawl body has a pawl opening formed by a through hole in the pawl body, and the crash pin received in the pawl opening, in the activated state so that engagement of the crash pin with the pawl opening prevents the hood locking mechanism from releasing the hood to the unlocked state.

13. A vehicle comprising a hood safety system according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure will be described in greater detail in the following, with reference to the attached drawings, in which

(2) FIG. 1 shows schematically, in a perspective view a vehicle with a hood safety system according to the disclosure,

(3) FIG. 2 shows schematically, in a perspective view the hood safety system with a crash pin in an inactivated state according to the disclosure,

(4) FIG. 3A shows schematically, in a side view the hood safety system with the crash pin in an inactivated state according to the disclosure,

(5) FIG. 3B shows schematically, in a side view the hood safety system with the crash pin in an activated state with a small degree of deformation of a front section according to the disclosure,

(6) FIG. 3C shows schematically, in a side view the hood safety system with the crash pin in an activated state with a high degree of deformation of the front section according to the disclosure,

(7) FIG. 4A-4C show schematically, in perspective views the hood safety system where the crash pin is engaging the pawl, the latch, and the striker in the activated state according to the disclosure,

(8) FIG. 5A-5C show schematically, in front views a hood locking mechanism in a locked position, an intermediate locked position and in an unlocked position according to the disclosure, and

(9) FIG. 6 shows schematically, in a view from above a vehicle hood with exemplified positions of the hood safety system according to the disclosure.

REFERENCE SIGNS

(10) 1: Vehicle 2: Hood 3: Hood locking mechanism 4: Crash safety mechanism 5: Front section 6: Striker 7: Latch 7a: Latch axis 8: Pawl 8a: Pawl axis 9: Crash pin 10: Front part, crash pin 11: Rear part, crash pin 12a: Pawl body 12b: Latch body 13a: Pawl opening 13b: Latch opening 14: Striker opening 15: Pressure plate 16: Front guide part 17: Rear guide part 18: Front structure 19: Front end 20: Stop plate 21: Hood safety system 22a: First pawl locking surface 22b: Second pawl locking surface 23: Opening handle 24: Bowden cable 25: Inner deformation surface 26: Crash pin body 27: Spring arrangement

DETAILED DESCRIPTION

(11) Various aspects of the disclosure will hereinafter be described in conjunction with the appended drawings to illustrate and not to limit the disclosure, wherein like designations denote like elements, and variations of the described aspects are not restricted to the specifically shown embodiments, but are applicable on other variations of the disclosure.

(12) FIG. 1 schematically shows in a perspective view a vehicle 1 with a hood safety system 21 according to the disclosure, where the hood safety system 21 is preventing a hood 2 of a vehicle 1 from being unlocked in a crash event. If for example the hood 2 or a front section 5 of the vehicle 1 is being deformed in the crash event, it is a high risk that the hood 2 is being unintentionally opened if not being properly secured to the front section 5, which may cause injuries to persons or damage to objects.

(13) As shown in FIGS. 1 and 2, the vehicle 1 is having an extension in a longitudinal direction Lo and a lateral direction La, and the hood safety system 21 comprises a hood locking mechanism 3 and a crash safety mechanism 4. The hood locking mechanism 3 and the crash safety mechanism 4 are attached to a front structure 18, such as a front frame structure or similar structural configuration, in the front section 5 of the vehicle 1. The hood locking mechanism 3 and the safety mechanism 4 are configured to cooperate with each other to prevent that the hood locking mechanism 3 is unlocked in the crash event, which may lead to unintentional opening of the hood 2, as will be further described below.

(14) The hood 2 is normally locked to the front section 5 with the hood locking mechanism 3, and the hood locking mechanism 3 is preventing that the hood 2 is unintentionally displaced from a locked position to an unlocked position, for example when the vehicle 1 is moving, or preventing that the hood 2 is opened by unauthorized persons when the vehicle 1 is in a standstill position or being parked. In FIG. 1, the hood 2 is in the locked position. With an unlocked position of the hood 2 is meant a position where the hood 2 is not in engagement with the hood locking mechanism 3, and where the hood 2 is free to be moved in relation to the front structure 18. The hood locking mechanism 3 is also designed to unlock the hood 2 for giving access to an engine compartment or similar structure of the vehicle. The hood locking mechanism 3 is through manual action from a user configured to releasing the hood 2 of the vehicle 1 from the locked hood position to the unlocked hood position, and the hood locking mechanism 3 is then displaced from a locked position P1 to an unlocked position P3. In the locked position P1 of the hood locking mechanism 3, the hood 2 is locked to the front structure 18 and prevented from being opened. In the unlocked position P3 of the hood locking mechanism 3, the hood 2 is released from the front structure 18 and in the unlocked position P3 it is possible for the user of the vehicle or another person to open the hood in order to have access to the engine compartment.

(15) In FIGS. 5A-5C, details of the hood locking mechanism 3 are shown in schematic front views. In FIGS. 5A-5C, the crash pin 9 is not shown. The hood locking mechanism 3 comprises a latch 7 and a pawl 8. A striker 6 is attached to the hood 2 of the vehicle 1 and the striker 6 is arranged to interact with the latch 7. The latch 6 may be of any suitable construction and is following the hood 2 when the hood 2 is moved between the locked and the unlocked positions. The latch 7 and the pawl 8 are arranged in connection to each other in the front section 5 of the vehicle 1 and may for example be integrated in the front structure 18 and positioned below the hood 2, as illustrated in FIG. 1. The latch 7 and the pawl 8 may for example be arranged in a conventional way in a lock housing structure or similar arrangement to form a locking unit that is attached to the front structure 18. The latch 7 is arranged for engaging the striker 6 in the locked position P1, as shown in FIG. 5A, and also in an intermediate locked position P2, as shown in FIG. 5B, of the hood locking mechanism 3. The hood locking mechanism 3 can be moved to the unlocked position P3, where the striker 6 is released from the latch 7, as shown in FIG. 5C. In this way the hood 2 via the striker 6 can be positioned from the locked position to the unlocked position, when the hood locking mechanism 3 is being displaced from the locked position P1 to the intermediate locked position P2, and further to the unlocked position P3. Since the striker is connected to the hood 2 and also is in engagement with the hood locking mechanism 3 in the locked position P1 and the intermediate locked position P2, also the hood 2 is in the same way as the hood locking mechanism 3 displaced from the locked hood position to the unlocked hood position via an intermediate locked hood position. However, in the unlocked hood position, the striker 6 is not in engagement with the hood locking mechanism 3.

(16) Thus, the hood locking mechanism 3 comprises the latch 7 and the pawl 8, and the hood locking mechanism 3 is cooperating with the striker 6 attached to the hood 2. In the locked position P1 of the hood 2 the latch 7 is engaging the striker 6 and the pawl 8 is locking the latch 7, preventing the hood 2 from being unlocked. In the unlocked position P3 of the hood 2 the pawl 8 is unlocking the latch 7 allowing the striker 6 to being disengaged from the latch 7.

(17) The hood locking mechanism 3 is a double-pull action hood unlocking mechanism, where the hood locking mechanism 3 through a manual double-pull action from the user is releasing the hood 2 of the vehicle 1 from the locked position P1 to the unlocked position P3. The double-pull action unlocking mechanism is opening the hood 2 and unlocking and the hood locking mechanism 3 from the locked position P1 via the intermediate locked position P2 to the unlocked position P3 through the double-pull action from the user. An opening handle 23 arranged within an interior structure of the vehicle 1 is used for displacing the hood locking mechanism 3 into the different positions, and the opening handle 23 is connected to the hood locking mechanism 3 with for example a Bowden cable 24, as schematically illustrated in FIG. 1. When the user is pulling the opening handle 23 in a first unlocking sequence, the hood locking mechanism 3 is displaced from the locked position P1 to the intermediate locked position P2. Thereafter, the opening handle 23 needs to be released and then pulled again by the user in a second unlocking sequence to displace the hood locking mechanism 3 from the intermediate locked position P2 to the unlocked position P3.

(18) The hood locking mechanism 3 is, as described above, designed to be arranged in three different positions, where the striker 6 in the different positions is having different engagement positions in relation to the latch 7. During unlocking, the hood locking mechanism 3 is through the first unlocking sequence and the second unlocking sequence moving from the locked position P1, as shown in FIG. 5A, to the unlocked position P3, as shown in FIG. 5C. The hood locking mechanism 3 is having the intermediate locked position P2 after the first unlocking sequence, between the locked position P1 and the unlocked position P3 to prevent unintentional opening of the hood 2, for example if the opening handle 23 is unintentionally activated. The three different positions are providing a safe hood locking and unlocking system, and the hood locking mechanism 3 is displaced from the locked position P1 to the unlocked position P3 in the two unlocking sequences as described above. The intermediate locked position P2 is securing that the hood locking mechanism 3 is not being displaced to the unlocked position P3 in only one step which could cause accidents if the hood 2 is unintentionally moved to the unlocked position, for example during driving. The intermediate locking position P2 is thus configured so that the hood locking mechanism 3 is not displaced directly from the locked position P1 to the unlocked position P3. In the locked position P1 the latch 7 is securing that the striker 6 is engaged and that the hood 2 cannot be opened. In the intermediate locked position P2, the latch 7 is still engaging the striker 6 preventing that the hood 1 is moved to the unlocked position.

(19) The hood safety system 21 is designed to provide a simple way for unlocking the hood 2 of the vehicle 1, where the method for preventing the hood from being unlocked in a crash event is convenient to the user of the vehicle 1 and fulfils the safety regulations. According to the disclosure, the hood safety system 21 is configured as a double-pull action unlocking mechanism. The user is with the hood locking mechanism 21 not required to unlock the hood 2 at the front section 5 of the vehicle as for example with traditional single-pull systems. Thus, the method is providing a convenient opening of the hood compared to single-pull systems with the same safety level.

(20) The latch 7 is arranged to being displaced when the hood locking mechanism 3 is moving from the locked position P1, as shown in FIG. 5A, to the intermediate locked position P2, as shown in FIG. 5B, and further displaced when the hood locking mechanism 3 is moving from the intermediate locked position P2 to the unlocked position P3, as shown in FIG. 5C. In the locked position P1 and the intermediate locked position P2, the latch 7 is in locking engagement with the striker 6, and in the unlocked position P3 the latch 7 is disengaged from the striker 6. The latch 7 is configured so that it can pivot or rotate around a latch axis 7a between the different positions. The latch axis 7a may for example be attached to the lock housing structure and the latch 7 is rotatably arranged around the latch axis 7a in relation to the lock housing structure.

(21) As shown in FIGS. 5A-5C, the pawl 8 is arranged to interact with the latch 7 in the locked position P1 and the intermediate locked position P2. The pawl 8 is in the embodiment shown arranged with a first pawl locking surface 22a that is in engagement with the latch 7 in the locked position P1, and a second pawl locking surface 22b that is in engagement with the latch 7 in and the intermediate locked position P2. The a first pawl locking surface 22a and the second pawl locking surface 22b are preventing that the latch 7 can rotate around the latch axis 7a in the respective positions. The pawl 8 is configured so that it can rotate around a pawl axis 8a when the hood locking mechanism 3 is being displaced between the locked position P1 and the intermediate locked position P2, and when the hood locking mechanism 3 is being displaced between the intermediate locked position P2 and the unlocked position P3. In the unlocked position P3, both the first pawl locking surface 22a and the second pawl locking surface 22b are disengaged from the latch 7. The first pawl locking surface 22a and the second pawl locking surface 22b may be arranged on suitable parts of the pawl 8 and are designed to interact with the latch 7 so that the latch 7 cannot move when the pawl 8 is in engagement with the latch 7. The pawl axis 8a may for example be attached to the lock housing structure and the pawl 8 is rotatably arranged around the pawl axis 8a in relation to the lock housing structure. The pawl 8 can be connected to the opening handle 23 through the Bowden cable 24, which opening handle 23 when being activated in the unlocking sequences is moving the pawl 8 and the hood locking mechanism 3 from the locked position P1 to the intermediate locked position P2 and further to the unlocked position P3. The unlocking sequences are as described above manually initiated by the user of the vehicle 1 through a pulling action of the opening handle 23.

(22) The latch 7 may be provided with a repositioning arrangement to move the latch 7 into the different positions when the hood locking mechanism 3 is being displaced from the locked position P1 to the unlocked position P3 via the intermediate locked position P2. When the pawl 8 in the first unlocking sequence is being displaced in relation to the latch 7, the latch 7 is being moved from the position shown in FIG. 5A to the position shown in FIG. 5B through the repositioning arrangement. When the pawl 8 in the second unlocking sequence is being disengaged from the latch 7, the latch 7 is being moved from the position shown in FIG. 5B to the position shown in FIG. 5C through the repositioning arrangement. A compression spring, an extension spring, a torsion spring, or other suitable mechanism may be used as the repositioning arrangement for the latch 7.

(23) To close the hood 2 when the hood is in the unlocked position, the hood 2 is manually displaced by the user in a closing direction of the hood 2, which normally is in a downwards direction. When displacing the hood 2 in the closing direction, the striker 6 is engaging the latch 7 so that the hood locking mechanism 3 is moving from the unlocked position P3 via the intermediate locked position P2 to the locked position P1. The closing of the hood is in this way a mechanical operation without the need for electric power. However, it may be possible depending on the design of the vehicle to have, instead of the manual closing of the hood 1, an electric actuator that is moving the hood 1 in the closing direction.

(24) The pawl 8 may be provided with a return arrangement to move the pawl 8 from the position shown in FIG. 5C to the position shown in FIG. 5A when the hood locking mechanism 3 is being displaced from the unlocked position P3 to the locked position P1. A compression spring, an extension spring, a torsion spring, or other suitable mechanism may be used as the return arrangement for the pawl 8.

(25) The crash safety mechanism 4 comprises a crash pin 9, and the crash pin 9 is displaceable between an inactivated state IS and an activated state AS. In the inactivated state IS the crash pin 9 is disengaged from the hood locking mechanism 3. Under normal circumstances, such as when the vehicle is moving or is in a standstill position, the crash pin 9 is in the inactivated state IS. In the inactivated state IS the crash pin 9 is not interfering with the normal functionality of the hood locking mechanism 3 and the hood 2. In the inactivated state IS, the hood locking mechanism 3 can be displaced from the locked position P1 to the intermediate locked position P2, and further to the unlocked position P3, where the hood 2 can be opened. In the inactivated state IS it is also possible to close the hood 2, which closing of the hood 2 is displacing the hood locking mechanism 3 from the unlocked position P3 to the locked position P1.

(26) In the activated state AS the crash pin 9 is engaging the hood locking mechanism 3 and preventing the hood locking mechanism 3 from displacing the hood 2 into the unlocked position. The crash pin 9 is thus configured to, in the activated state, to interact with the hood locking mechanism 3 and through the interaction with the hood locking mechanism 3 prevent that the hood 2 is opened.

(27) The front section 5 of the vehicle 1 is when being deformed in a crash event configured to mechanically displace the crash pin 9 from the inactivated state IS to the activated state AS. During the deformation of the front section 5 of the vehicle 1 in the crash event, the front section 5 in normal frontal collision situations or crash events is pushed rearwards in relation to the vehicle body construction in at least a direction along the longitudinal direction Lo of the vehicle 1. The deformation force on the front section 5 is used for mechanically displacing the crash pin 9 from the inactivated state IS to the activated state AS.

(28) As shown in the figures, the crash pin 9 has an elongated shape extending in a direction along an axis X, where the axis X of the crash pin 9 is extending in the longitudinal direction Lo of the vehicle 1. The crash pin 9 has a front part 10 arranged to engage the front section 5 of the vehicle 1 during the crash event. The crash pin 9 is arranged in connection to a constructional part of the front structure 18 of the front section 5, as shown in FIG. 3A. In FIG. 3A there is no deformation on the front structure 18. When the front section 5 has no deformation the crash pin 9 of the hood safety system 21 is in the inactivated state IS, where the crash pin 9 is disengaged from the hood locking mechanism 3. The constructional part of the front section 18 may for example be a beam or similar deformation element designed to be deformed in the crash event when absorbing energy from the crash forces exerted on the front section 5 of the vehicle 1. The crash pin 9 may when there is no deformation on the front structure 18 be arranged so that there is a gap between the front part 10 of the crash pin 9 and an inner deformation surface 25 of the front structure 18, as shown in FIG. 3A. The front part 10 may as an alternative be arranged in direct contact with the inner deformation surface 25 of the front structure 18. The inner deformation surface 25 may be arranged as a section of the front structure 5 of the vehicle 1 that is part of the front structure 18, and configured to being deformed in the crash event. The inner deformation surface 25 may for example be a beam structure, a sheet structure or other structure that is engaging the crash pin 9 in the crash event. In FIG. 3A, the front structure 18 is schematically shown as a part of the front section 5, and during the crash event the inner deformation surface 25 of the front structure 18 will be deformed rearwards in the longitudinal direction as illustrated with the arrow in FIG. 3A.

(29) The crash pin has an elongated body 26 and the front part 10 of the crash pin 9 is as shown in FIG. 3A provided with a pressure plate 15. The pressure plate 15 is arranged to engage the front section 5 of the vehicle 1 during the crash event, and the pressure plate 15 is configured to interact with the inner deformation surface 25 of the front structure 18 during the crash event. The pressure plate 15 is attached to the front part 10 and has a larger area than the body 26 of the crash pin 9 in a front view of the vehicle 1 to distribute the forces exerted on the crash pin 9 in the crash event, as shown in FIG. 2. In the embodiment shown in FIG. 2 the pressure plate 15 has a square shape, but in alternative embodiments the pressure plate 15 may have any suitable regular or irregular shape depending on the construction of the crash pin 9 and the front section 5 of the vehicle 1, such as for example circular, oval, rectangular, or triangular shapes. The body 26 of the crash pin 9 has in the embodiment shown in FIG. 2 a circular cross-sectional shape, and the crash pin 9 may be of a solid construction or alternatively of a hollow construction. In alternative embodiments, the body 26 of the crash pin 9 may have any suitable regular or irregular shape depending on the construction of the crash pin 9, such as for example oval, square, rectangular, or triangular shapes. The crash pin 9 with the pressure plate 15 can be made of any suitable material, such as for example metals, plastic materials, composite materials or combinations of different materials. The crash pin 9 with the pressure plate 15 can be manufactured in one single piece of material or assembled from two or more parts.

(30) During the crash event the crash pin 9 is arranged to translate in the longitudinal direction Lo of the vehicle 1 from the inactivated state IS to the activated state AS. As shown in FIGS. 3A-3C, a rear part 11 of the crash pin 9 is arranged to engage the hood locking mechanism 3 in the activated state AS. The function of the crash pin 9, and the interaction between the crash pin 9 and the hood locking mechanism 3 will be described more in detail below.

(31) The pawl 8 is provided with a pawl body 12a, and as shown in the embodiment in FIGS. 5A-5C the pawl body 12a has a flat configuration with an extension in the lateral direction La of the vehicle 1. The pawl body 12a is provided with a pawl opening 13a extending through the pawl body 12a for receiving the crash pin 9 in the crash event, and in the activated state AS the crash pin 9 is engaging the pawl opening 13a. Through the engagement between the crash pin 9 and the pawl opening 13a the hood locking mechanism 3 is prevented from releasing the hood 2 to the unlocked position. In the activated state AS, the crash pin 9 is when engaging the pawl opening 13a blocking the movement of the pawl 8 so that the pawl 8 is preventing the latch 7 from being displaced. The pawl opening 13a may have a circular shape or other suitable shape depending on the design of the crash safety mechanism.

(32) The crash safety mechanism 4 further comprises a front guide part 16, and the front guide part 16 is arranged for guiding the crash pin 9 during the crash event. The front guide part 16 is attached to the front structure 18 of the vehicle 1 in front of the hood locking mechanism 3, and has a tubular or tubular-like shape extending in the longitudinal direction Lo of the vehicle 1. The crash pin 9 is extending inside the front guide part 16 in the inactivated state IS and the activated state AS, and the front guide part 16 is guiding the crash pin 9 in the longitudinal direction Lo when the crash pin 9 is displaced from the inactivated state IS to the activated state AS. In this way the displacement of the crash pin in the longitudinal direction between the inactivated state IS and the activated state AS is steered and controlled by the front guide part 16. Thus, in the inactivated state IS the crash pin 9 is positioned inside the front guide part 16 and when the inner deformation surface 25 of the front structure 18 is deformed the crash pin 9 is being displaced from the inactivated state IS to the activated state AS inside the front guide part 16. During the deformation, the crash pin 9 is moving in a direction backwards and the front guide part 16 is ensuring that the crash pin 9 is securely held in the right position during the deformation and displacement process.

(33) The front guide part 16 is securing that the displacement of the crash pin 9 during the crash event is guided so that the crash pin 9 is engaging the hood locking mechanism 3 and preventing that the hood locking mechanism 3 is displacing the hood 2 into the unlocked position P3. The crash pin 9 is arranged inside the front guide part 16, and the tubular or tubular-like shape is used for guiding the crash pin during the crash event when the front section is deformed. The tubular construction is providing a simple and reliable design of the front guide part 16 that is cooperating with the circular cross-sectional shape of the body 26 of the crash pin 9. If the body 26 of the crash pin 9 is having other cross-sectional shapes than circular, the front guide part 16 may instead of the tubular shape have an inner shape that is matching the crash pin 9.

(34) A front end 19 of the front guide part 16 is provided with a stop plate 20. The stop plate 20 is arranged for preventing further movement of the crash pin 9 when the crash pin 9 has reached the activated state AS and when the inner deformation surface 25 of the front structure 18 has a high degree of deformation, as shown in FIG. 3C. In the activated state AS, the stop plate 20 is engaging the pressure plate 15 of the crash pin 9. The stop plate 20 is securing that the crash pin 9 is not displaced a too long distance where the crash pin 9 is no longer engaging the hood locking mechanism 3, which could cause a malfunction of the system during the crash event. If for example the crash pin 9 is moving past the hood locking mechanism 3, the desired function is not achieved. The stop plate 20 of the front guide part 16 is interacting with the pressure plate 15 so that the crash pin 9 has the correct locking position in the crash event.

(35) The crash safety mechanism 4 further comprises a rear guide part 17, and the rear guide part 17 is arranged for guiding the crash pin 9 during the crash event. The rear guide part 17 is securing that the displacement of the crash pin 9 during the crash event is achieved in a correct manner so that the crash pin 9 is engaging the hood locking mechanism 3 and preventing that the hood locking mechanism 3 is displacing the hood 2 into the unlocked position.

(36) The rear guide part 17 is attached to the front structure 18 of the vehicle 1 behind the hood locking mechanism 3, and has a tubular or tubular-like shape extending in the longitudinal direction Lo of the vehicle 1. The crash pin 9 is in the activated state AS extending inside the rear guide part 17, and the rear guide part 17 is guiding the crash pin 9 in the longitudinal direction Lo when the crash pin 9 is displaced from the inactivated state IS to the activated state AS. Thus, when the inner deformation surface 25 of the front structure 18 is deformed, the crash pin 9 is being displaced from the inactivated state IS to the activated state AS, and when the rear part 11 of the crash pin 9 has engaged the pawl opening 13a, as shown in FIG. 4A, the crash pin 9 is further moving into the rear guide part 17. The rear guide part 17 is in this way ensuring that the crash pin 9 is securely held in place during the deformation process. The crash pin 9 is arranged inside the rear guide part 17 in the activated state, as shown in FIGS. 3B and 3C, and the tubular or tubular-like shape is used for guiding the crash pin 9 during the crash event when the front section 5 is deformed. The tubular construction is providing a simple and reliable design of the rear guide part 17 that is cooperating with the circular cross-sectional shape of the body 26 of the crash pin 9. If the body 26 of the crash pin 9 is having other cross-sectional shapes than circular, the rear guide part 17 may instead of the tubular shape have an internal shape that is matching the crash pin 9.

(37) When the front section 5 of the vehicle 1 is deformed in the crash event, the inner deformation surface 25 of the front structure 18 is through the deformation pushed in a direction backwards. In FIG. 3a the front structure 18 is in a non-deformed state with the crash pin 9 in the inactivated state IS, where the crash pin 9 is disengaged from the hood locking mechanism 3. In FIGS. 3B and 3C the front structure 18 is in a deformed state with the crash pin 9 in the activated state, where the crash pin 9 is in engagement with the hood locking mechanism 3. In FIG. 3B the front structure 18 has a small degree of deformation, and in FIG. 3C the front structure 18 has a high degree of deformation. During the crash event, the whole front structure 18 of the vehicle 1 may be deformed and displaced in a direction backwards due to the forces acting on the front section 5 of the vehicle 1. This may lead to a displacement also of the hood locking mechanism 3, the crash safety mechanism 4, since they are connected to the front structure 18. Also the hood 2 and the striker 6 may be displaced during the crash event. Thus, in FIGS. 3B and 3C, the relative displacement of the inner deformation surface 25 of the front structure 18 in relation to the hood locking mechanism 3, the crash safety mechanism 4, and the striker 6 is shown.

(38) The deformed state with a small degree of deformation of the front structure 18, as shown in FIG. 3B, may occur after the crash event if the deformation forces are leading to a smaller deformation of the front structure 18. The crash pin 9 will with the small degree of deformation of the front structure 18 only be displaced a shorter distance into the pawl opening 13a, and in this state the crash pin 9 has not been displaced the maximum possible displacement length in the longitudinal direction Lo. However, the crash pin 9 will be in the activated state AS, since the crash pin 9 is preventing the hood locking mechanism 3 from displacing the hood 2 into the unlocked position. The deformed state in FIG. 3B could also be an intermediate deformation state when the front structure 18 is exposed to high deformation forces leading to a high degree of deformation, and the intermediate deformation is then a momentary state during the deformation process.

(39) The deformed state with a high degree of deformation of the front structure 18, as shown in FIG. 3C, may occur after the crash event if the deformation forces are leading to a large deformation of the front structure 18. The crash pin 9 will with the high degree of deformation of the front structure 18 be displaced the maximum possible distance into the pawl opening 13a. The crash pin 9 will be in the activated state AS, and the crash pin 9 is preventing the hood locking mechanism 3 from displacing the hood 2 into the unlocked position. As further shown in FIG. 3C, the crash pin 9 is prevented from further displacement in the longitudinal direction Lo, since the stop plate 20 of the front guide part 16 is preventing further movement of the crash pin 9 since the stop plate 20 is engaging the pressure plate 15 of the crash pin 9.

(40) In an alternative embodiment, the latch 7 is provided with a latch body 12b having a flat configuration with an extension in the lateral direction La of the vehicle 1, where the latch body 12b is provided with a latch opening 13b extending through the latch body 12b for receiving the crash pin 9, as schematically illustrated in FIG. 4B. In this embodiment, the crash pin 9 in the activated state AS is engaging the latch opening 13b instead of the pawl opening 13a. The engagement between the crash pin 9 and the latch opening 13b is in the same way as described above in relation to the pawl opening 13a preventing the hood locking mechanism 3 from releasing the hood 2 to the unlocked position. In this embodiment, the crash pin 9, the front guide part 16, and the rear guide part 17, are arranged in a position so that the crash pin 9 is engaging the latch opening 13b in the crash event. The latch opening 13b may have a circular shape or other suitable shape depending on the design of the crash safety mechanism.

(41) As described above, the crash pin 9 has an elongated shape extending in a direction along the axis X, where the axis X of the crash pin 9 is extending in the longitudinal direction Lo of the vehicle 1. In the embodiments where the crash pin 9 is arranged for engaging the pawl opening 13a, or alternatively the latch opening 13b, the pawl body 12a and the latch body 12b have extensions in the lateral direction La. In these embodiments, the striker opening 14 is arranged in a plane extending mainly in the longitudinal direction Lo, wherein the latch 7 easily can engage the striker 6.

(42) In a further alternative embodiment, the striker 6 is provided with a striker opening 14 for receiving the crash pin 9, as schematically illustrated in FIG. 4C. In the embodiments shown in the figures, the striker 6 has a conventional loop-like or shackle-like configuration with the striker opening 14 in a middle section of the striker 6. Other configurations are also possible depending on the design of the striker 6. The crash pin is in this embodiment in the activated state AS engaging the striker opening 14. The engagement between the crash pin 9 and the striker opening 14 is in the same way as described above in relation to the other embodiments preventing that the hood 2 is released to the unlocked position. The striker opening 14 may have any suitable configuration adapted for receiving the crash pin 9. In this embodiment, the crash pin 9, the front guide part 16, and the rear guide part 17, are arranged in a position so that the crash pin 9 is engaging the striker opening 14 in the crash event. In this embodiment, the crash pin 9 is engaging the striker opening 14, and the striker opening 14 is arranged in a plane extending mainly in the lateral direction La. The pawl body 12a and the latch body 12b are therefore in this embodiment extending in the longitudinal direction Lo, wherein the latch 7 easily can engage the striker 6.

(43) As shown in FIG. 2, the crash pin 9 may further be provided with a spring arrangement 27 to prevent that the crash pin 9 is interfering with the hood locking mechanism 3 when there is no deformation of the front section 5. The spring arrangement 27 may for example push the crash pin 9 in a direction towards the front structure 18, and the spring arrangement 9 is configured to be compressed when the crash pin 9 is displaced during deformation. The spring arrangement 27 may be in the form of a conventional compression spring arranged around a part of the body 26 of the crash pin 9.

(44) The crash pin 9 may also be provided with a suitable locking arrangement to hold the crash pin 9 in the activated position AS after the crash event, to prevent that the crash pin is displaced from the activated state.

(45) As shown in FIG. 6, the vehicle 1 may be provided with two cooperating hood locking mechanisms 3. In FIG. 6 the hood 2 is shown in a view from above. Each hood locking mechanism 3 is arranged with a crash pin 9, and the configuration and design of each of the hood locking mechanisms 3 with the crash pins 9 may be the same as described in the embodiments above. It is also possible according to the disclosure to have more than two mechanisms.

(46) It should be understood that the hood locking mechanism 3 may have any suitable configuration and constructional design, and the configuration and design of the pawl, latch, and the striker may differ from the embodiments described above and shown in the figures. For example, the hood locking mechanism 3 may have a more compact design, where the constructional parts are positioned in an overlapping configuration. The hood locking mechanism 3 and the crash safety mechanism 4 may if desired be integrated in a common structure that is attached to the front section 5 or front structure 18 of the vehicle 1. It would be possible to use that crash pin 9 also for single-pull systems.

(47) The parts of the hood locking mechanism 3 and the crash safety mechanism can be made of any suitable material, such as for example metals, plastic materials, composite materials or combinations of different materials.

(48) It will be appreciated that the above description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. While specific examples have been described in the specification and illustrated in the drawings, it will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure as defined in the claims. Furthermore, modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular examples illustrated by the drawings and described in the specification as the best mode presently contemplated for carrying out the teachings of the present disclosure, but that the scope of the present disclosure will include any embodiments falling within the foregoing description and the appended claims. Reference signs mentioned in the claims should not be seen as limiting the extent of the matter protected by the claims, and their sole function is to make claims easier to understand.