METHOD FOR CLOSING A MOTOR VEHICLE HOOD

Abstract

The problem addressed by the invention is to devise a method for closing a motor vehicle hood which makes it possible to minimize a gap between the hood and the vehicle body. This should in particular make it possible to keep the risk of injuries low. In order to solve said problem, the hood is closed as follows by means of a hood closing device comprising a locking bolt (35) and a locking mechanism consisting of a rotary latch (1) and a pawl (7): the open hood is moved in the direction of the closed position; this movement of the hood causes the locking bolt (35) to pivot the rotary latch (1) about its pin (4) in the direction of the latched position until the rotary latch (1) hits a breakthrough preventing contraption, in particular a catching lever (11), whereupon the hood or the rotary latch along with the hood is moved using a drive unit (19), in particular an electric drive unit, in such a way that the gap between the hood and the motor vehicle body is reduced; following this movement caused by the drive unit, the rotary latch (1) is locked by the pawl 7).

Claims

1. A procedure for latching of a hood of a motor vehicle comprising a latching device for the hood with a locking bolt and a locking mechanism comprising a catch and a pawl With the steps: the open hood is moved in a direction of the closed position, due to this movement of the hood the locking bolt pivots the catch around its axis in a direction of its ratchet position until the catch strikes an impact absorber, in particular a retention lever, after this striking the hood or catch is moved together with the hood using a drive, in particular using an electrical drive in such a way that the hood gap between the hood and chassis of the motor vehicle is reduced, the catch is latched by the pawl and preferably following this movement by the drive.

2. The procedure according to claim 1, wherein the hood is moved by the drive in a force-limited manner before the catch is latched by the pawl.

3. The procedure according to claim 1, wherein the hood gap of 12 mm to 30 mm is reduced by at least 2 mm, preferably by at least 5 mm by movement of the catch using the drive and/or by moving the catch using the drive the hood gap is reduced to up to 10 mm, preferably to up to 8 mm.

4. The procedure according to claim 1, wherein the force for the movement of the hood or for the movement of the catch together with the hood with use of the drive is solely based on gravity.

5. The procedure according to claim 1, wherein the drive stops the drive after movement of the hood or after movement of the hood together with the catch and after stoppage of the drive the catch is latched by the pawl with a time delay, whereby the time delay is preferably at least half of a second, of particular preference at least one second.

6. The procedure according to claim 5, wherein after the time delay the hood gap is made smaller using the drive and preferably by 0.5 to 2 mm, before the catch is latched and/or preferably force-limited.

7. The procedure according to claim 1, wherein the load arm of the catch strikes the impact absorber.

8. The procedure according to claim 1, wherein the retention lever following latching of the catch by the pawl is pivoted out of its retaining position and in particular with use of the drive.

9. The procedure according to claim 1, wherein following the moving out of the retention lever out of its retaining position the catch is moved by the drive in such a way that the hood gap is further reduced preferably by at least 3 mm, of particular preference by at least 5 mm.

10. The procedure according to claim 9, wherein following the movement of the retention lever out of its retaining position the catch is moved by the drive in a non-force-limited manner.

Description

[0074] The following are shown:

[0075] FIG. 1: Latching device in the open position;

[0076] FIG. 2: first phase during a latching process;

[0077] FIG. 3: second phase during a latching process;

[0078] FIG. 4: third phase during a latching process;

[0079] FIG. 5: Latching device in the latched position;

[0080] FIG. 6: Latching device with catch in an overstroke position.

[0081] FIG. 1 shows a catch 1 with a collecting arm 2 and load arm 3 in its open position. The catch 1 is pivotably attached with an axis 4 on a swing arm 5. The swing arm 5 can be rotated around its axis 6. The axis 6 is attached to a non-illustrated chassis directly or, for example, indirectly via a non-illustrated latch plate to the chassis of a motor vehicle. The catch 1 can be latched by means of a pawl 7. The pawl 7 is pivotably attached to the swing arm 5 by means of an axis 8. The pawl 7 possesses a ratchet surface 9. This ratchet surface 9 is adjacent to the ratchet surface 10 of the catch 1 when the catch 1 is latched.

[0082] A retention lever 11 is pivotably attached to the swing arm 5 with an axis 12 in a middle area of the swing arm 5. The retention lever 11 acts as an impact absorber in order to protect in particular the subsequently described stop from damage when the hood is closed.

[0083] The swing arm 5 is equipped with a protruding stop 13 which limits the pivoting of the retention lever 11 in an anti-clockwise direction. The retention lever 11 is preferably pre-tensioned by a non-illustrated spring so that this can be pivoted by pre-tensioning in the direction of the stop 13. A control contour 14 is attached to the latch plate or directly to the chassis with which the pivoting of the retention lever 11 can be controlled.

[0084] In the shown open position of the locking mechanism, the pivotable, arch-shaped end 15 of the swing arm 5 is braced on a pivotable end 16 of a bracing lever 17. The bracing lever 17 is attached to a latch plate or directly to the chassis with an axis 18. The bracing lever 17 can be pivoted around the axis 18.

[0085] A drive disk 19 is pivotably located around its axis 20. The axis 20 is attached to a latch plate or directly to the chassis. A first bolt 21, a second bolt 22 and a third bolt 23 protrude from the drive disk 19. The three bolts 21,22 and 23 and the axis 20 are preferably arranged roughly along a straight line in order to be able to utilize the rotary movements of the drive disk particularly well and simultaneously keep the construction space small. The first bolt 21 is arranged on the edge of the drive disk 19. The second bolt 22 is located between the axis 20 and the first bolt 21 near to the first bolt 21. The third bolt 23 is arranged near to the axis 20. The axis 20 is located between the second bolt 22 and the third bolt 23. The drive disk 19 can be rotated around its axis 20 by a non-illustrated electrical drive.

[0086] There is a pivotable lever 24 with a T-shaped end which can be rotated around its axis 25. The axis 25 is attached to a latch plate or directly to the chassis. There are preferably also two stops 26 and 27 for the lever 24 with the T-shaped end which are attached to a latch plate or directly to the chassis. The stops 26 and 27 limit the pivoting movement of the lever 24 with the T-shaped end.

[0087] The pivotable lever 24 with the T-shaped end limits rotary movements of the disk 19. Thus, in the illustrated open position the first bolt 21 of the drive disc 19 is adjacent to the T-shaped end of the lever 24. Consequently, the drive disk 19 can no longer be rotated in an anti-clockwise direction. In this position, the T-shaped end of the lever 24 preferably lies adjacent to the bolt-shaped stop 27 which ensures that the drive disk 19 can no longer be rotated in an anti-clockwise direction. Consequently, a mechanical end stop is attained.

[0088] There is a rod 28 with which the pawl 7 can be pivoted. The rod 28 is only depicted in diagrammatic form. It is suitably connected to the pawl 7 on the one hand and a drive on the other hand in a manner which is not described in further detail, for example, with the drive which is also capable of rotating the drive disk 19. The rod 28 can be pivotably connected with the pawl 7 with one end 29. Alternatively or additionally, the end 29 can be adjacent to a protrusion 30 of the pawl 7 in order to pivot the pawl 7 for example against a spring force out of a ratched position. The pawl 7 can therefore be pre-tensioned in one execution form by a non-illustrated spring in such a way that this spring is capable of moving the pawl 7 into its ratchet position.

[0089] A brake element, damping element or stop 31 can be attached to the swing arm 5 which is capable of limiting or braking a pivoting of the catch 1 in a clockwise direction at least sometimes. The element 31 preferably possesses a pre-determined breaking point which breaks when a pedestrian falls onto the hood in order to thus facilitate pedestrian protection. It is preferably made of plastic. The element 31 in particular prevents the catch from skidding downwards upon opening of the hood if the hood is exposed to a snow load, for example.

[0090] There are microswitches 32, 33 and 34, with which positions of locking mechanism components can be detected. The position of the catch 1 is detected with a first microswitch 32, for example. The position of the drive disk 19 is detected with a second microswitch 33, for example. The position of the swing arm 5 is detected with a third microswitch 34, for example. However, other alternative or additional microswitches can be provided for with which other positions and/or other components can be detected.

[0091] In FIG. 1, a locking bolt 35 is furthermore shown during latching of a pertaining hood which is attached to a non-illustrated hood of a motor vehicle. The locking bolt 35 has not yet reached the collecting arm 2 of the catch 1. The hood is still open.

[0092] The axes 4 and 8 of the catch 1 and pawl 7 are arranged relatively near to the axis 6, the bearing point of the swing arm and are thus relatively far from the end 15 of the swing arm 5 in order to thus provide a beneficial lever ratio.

[0093] If starting from FIG. 1 the hood of the motor vehicle is further closed, the locking bolt 35 initially reaches the collecting arm 2 of the catch 1 and subsequently rotates the catch 1 in a clockwise direction until the load arm 3 of the catch 1 strikes the retention lever 11. The thus associated impact is initiated via the retention lever 11 into the swing arm 5. From here, the impact or the associated forces are conducted into the chassis on the one hand via the axis 6 of the swing arm 5 and on the other hand via the bracing lever 17. The drive disk 19 is thus protected from impact forces occurring during closure. Additionally, the collecting arm 2 can have attained the stop 31 or the dampening element/braking element 31 in order to additionally conduct impact forces from the catch 1 into the swing arm 5. The catch 1 has attained a position which would enable the pawl 7 to be moved into its ratchet position. However, this is initially prevented by the rod 28. The hood gap is, for example, still more than 12 mm, preferably at least 15 mm, so that fingers in the hood gap cannot at least be squashed very severely.

[0094] In particular, the gap between the hood and the headlight grille or radiator grille is 15 mm.

[0095] If the catch 1 reaches the position shown in FIG. 2, the microswitch 32 is thus activated, for example. Thus, the drive which is capable of driving or rotating the drive disk 19 can be set in motion. Whereupon the drive disk 19 rotates in a clockwise direction. The second bolt 22 thus reaches to the bracing lever 17 and for example captures a protrusion of the bracing lever 17. Further rotation of the drive disk 19 in a clockwise direction therefore leads to the bracing lever 17 being pivoted out of its position shown in FIG. 2 in a clockwise direction. The underside of the arch-shaped end 15 of the swing arm 5 lies meanwhile on the second bolt 22. A further rotation of the drive disk 19 in a clockwise direction results in the swing arm 5 being pivoted around its axis 6 in a clockwise direction and ultimately reaching the position shown in FIG. 3. This can be achieved by the closing movement of the flap or alternatively or additionally by gravity which impacts accordingly on a hood. A door or hood gap is decreased accordingly. The gap dimension is thus reduced to less than 10 mm, thus for example to 7 mm. The movement of the catch and the overlying hood is therefore force-limited preferably solely due to gravity. The drive only enables this movement and only contributes indirectly to moving the catch together with the overlying hood.

[0096] FIG. 3 clarifies that the lever 24 with the T-shaped end meanwhile has loosened from the stop 27. This lever has, for example, been pivoted into the position shown in FIG. 3 due to gravity. It is significant that the catch 1 has still not been latched although the hood gap is still only a few millimeters, thus, for example, a maximum of 7 mm, preferably a maximum of 5 mm. This is for safety reasons as, for example, a finger cannot be trapped in the hood gap. Only when the hood gap is sufficiently small that fingers can no longer fit into the gap, a further rotation of the drive disc 19 leads to the rod 28 being moved into a position which causes the pawl 7 to latch the catch 1. However, it can also be activated with attainment of the position shown in FIG. 3, for example the microswitch 33. Thus, a separate drive can be set in motion for the rod 28 which causes the pawl 7 to latch the catch 1 by relevant movement of the rod 28 as shown in FIG. 4. The catch 1 is latched in particular with a time delay of, for example, one second following stoppage of the drive.

[0097] As illustrated in FIGS. 3 and 4, the third bolt 23 of the drive disc 19 engages into the arch-shaped end 15 of the swing arm 5. The gap dimension is still several mm and is, for example, between 5 and 7 mm. A further rotation of the drive disk 19 in a clockwise direction results in the position shown in FIG. 5 ultimately being attained by closure. The third bolt 23 of the drive disk 19 which is meanwhile located within the arch-shaped end 15 of the swing arm 5 has pivoted the swing arm 5 around its axis 6 further in a clockwise direction. This can take place against a counterpressure, such as the sealing pressure of a seal for the hood as it is now not moved in a force-limited manner. Thus, the hood gap is further reduced without fearing the risk of injury. The gap dimension can thus have been reduced to less than 1 mm, thus for example to not more than 0.2 mm or of particular preference not more than 0.1 mm.

[0098] Due to the control contour 14 the retention lever 11 is pivoted out of its position retaining the catch 1 in a clockwise direction around its axis 12. The first bolt 21 of the drive disk 19 has struck the other side of the T-shaped end of the lever 24 of the relevantly pivotable lever and pivoted this lever around its axis 25 in an anti-clockwise direction. This pivoting movement is finally limited by attainment of the stop 26 as shown in FIG. 5. A further rotation of the drive disc 19 in a clockwise direction is then not possible. By provision of the pivoting lever with the T-shaped end 24 rotation of the drive disk 19 is limited on the one hand. On the other hand, especially large rotational angles of the drive disk are facilitated and in particular also rotational angles of 360 and more.

[0099] As the retention lever 11 according to FIG. 5 is pivoted out of its retaining position, it is possible that the catch 1 is pivoted further in a clockwise direction, as shown in FIG. 6. This protects people who fall onto the pertaining hood, for example. The hood can thus be pushed further downwards in the area of the latch, without such a movement being blocked by the locking mechanism which reduces the risk of personal injury. So-called pedestrian protection can therefore be achieved. The locking bolt 35 can in particular be moved by more than 10 mm, preferably by at least 20 mm further in the opposite direction to the opening direction, i.e. further lowered when viewed from the hood. The latched catch can be pivoted away for this purpose by at least 10, preferably by at least 20 from the opening position, as shown in FIG. 6.

[0100] An opening of the locking mechanism takes place relevantly vice versa.

[0101] The element 31 can be a plastic element with a pre-determined breaking point as already executed. When, for example, snow is on the hood and the electrical drive lifts the hood, the plastic element prevents the catch from skidding downwards.

[0102] Alternatively, i.e. where the plastic element 31 is not present a strong spring can be arranged on the catch which in turn is strong enough to lift the hood with a snow load.

REFERENCE SIGN LIST

[0103] 1: Catch [0104] 2: Collecting arm [0105] 3: Load arm [0106] 4: Catch axis [0107] 5: Swing arm [0108] 6: Swing arm axis [0109] 7: Pawl [0110] 8: Pawl axis [0111] 9: Pawl ratchet surface [0112] 11: Retention lever [0113] 12: Retention lever axis [0114] 13: Stop or rotation limiting element for retention lever [0115] 14: Control contour for retention lever [0116] 15: Arch-shaped end of the swing arm [0117] 16: Pivotable end of a bracing lever [0118] 17: Bracing lever [0119] 18: Bracing lever axis [0120] 19: Drive disk [0121] 20: Drive disk axis [0122] 21: First bolt of the drive disk [0123] 22: Second bolt of the drive disk [0124] 23: Third bolt of the drive disk [0125] 24: Lever with T-shaped lever end [0126] 25: Axis for lever with the T-shaped end [0127] 26: Stop or rotation limiting element for the lever with the T-shaped end [0128] 27: Stop or rotation limiting element for the lever with the T-shaped end [0129] 28: Rod for pivoting of the pawl [0130] 29: Rod end on the pawl [0131] 30: Pawl protrusion [0132] 31: Braking element or stop for the catch [0133] 32: Microswitch [0134] 33: Microswitch [0135] 34: Microswitch [0136] 35: Locking bolt [0137] 36: Protrusion of the bracing lever