WO2022013181A1 - Charnière conçue pour déplacer un capot avant d'une position normale vers une position de protection - Google Patents

Charnière conçue pour déplacer un capot avant d'une position normale vers une position de protection Download PDF

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Publication number
WO2022013181A1
WO2022013181A1 PCT/EP2021/069393 EP2021069393W WO2022013181A1 WO 2022013181 A1 WO2022013181 A1 WO 2022013181A1 EP 2021069393 W EP2021069393 W EP 2021069393W WO 2022013181 A1 WO2022013181 A1 WO 2022013181A1
Authority
WO
WIPO (PCT)
Prior art keywords
hinge part
vehicle
hinge
actuator
link
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2021/069393
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German (de)
English (en)
Inventor
Marcus Knechtel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of WO2022013181A1 publication Critical patent/WO2022013181A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B60R21/38—Protecting non-occupants of a vehicle, e.g. pedestrians using means for lifting bonnets

Definitions

  • the present invention relates to a system for adjusting a front hood or front flap of a vehicle from a normal to a protective position.
  • a hinge for a front flap of a vehicle, a protection system with the hinge and a vehicle with the protection system are provided for this purpose.
  • A1 proposes a front flap surface and a lifting means with an actuator contact surface and a front flap contact surface on a front flap fastening part to optimize a hinge device of a front flap of a motor vehicle, which can be adjusted from a normal position to a protective position in the event of a collision to foresee.
  • An actuator surface can be brought into contact against the actuator contact surface and the front flap contact surface against the front flap surface during an adjustment from the normal position to the protective position.
  • a distance between the front lid contact surface and the actuator contact surface provided substantially in actuation respect of the actuator on the lifting means is larger than a distance between the actuator surface and a front lid hinge lever contact surface.
  • DE 10 2008 011 722 A1 shows a front lid hinge for a motor vehicle with a hinge leg to be fastened to the body and another to the front lid.
  • the two Hinge legs can assume a first pivoted position relative to one another, which corresponds to a closed position of the front flap, and a second pivoted position relative to one another, which corresponds to an open position of the front flap.
  • the hinge has a flow mechanism having a piston and a cylinder to force the two hinge legs out of the first
  • the actuator is attached to the hinge via two attachment points. This offers the advantage that the actuator does not hit the upper hinge part when it is triggered and then moves behind the upper hinge part in order to hit there a second time when the front flap has reached the protective layer.
  • the problem with the system proposed in DE 10 2008 011 722 A1 is that the actuator is arranged on the upper part of the hinge and is moved with every opening movement of the front flap, e.g. for maintenance. This also means that a cable provided for triggering the actuator is moved with each opening and closing process, which in turn leads to considerable wear on the cable and an impairment of the functionality of the entire system over its service life.
  • a further problem in systems known from the prior art is overshooting and undershooting of the front flap when the protective layer is reached, with falling below a protective height being to be reliably avoided.
  • the front flap or front hood should be prevented from overshooting when the protective layer is reached.
  • a system is to be provided in which the actuator can raise the front flap into the protective position and also hold it in position, so that the front flap is prevented from swinging back.
  • the system should enable the front flap to be adjusted, for example with a stop screw, without problems for the actuator, should be compact and enable the actuator to be installed without any problems, even after painting. According to this, the task is solved by a hinge for a front flap of a vehicle.
  • the hinge has an upper hinge part that can be attached to the front flap, a lower hinge part that can be attached to a body of the vehicle, a control plate and a link, in particular a single link.
  • the handlebar is attached at one end via a pivot bearing to a
  • Vehicle width direction rotatably attached to the control plate and is rotatably attached at its other end to the hinge top via another pivot bearing about the vehicle width direction.
  • the control plate is rotatably attached to the hinge base about the vehicle width direction via a pivot bearing.
  • the control plate and the link are locked on the hinge lower part in such a way that that the first movement, in particular exclusively, is realized by a first rotational movement of the upper hinge part about the pivot bearing of the link on the upper hinge part.
  • the control plate and the link are in a position to move the front lid from the normal position to the protective position, in which the rear part of the front lid is in Vehicle height direction is set up to adjust, unlocked on the lower hinge part so that the second movement is realized by a rotary movement of the handlebar about its pivot bearings on the control plate and a rotary movement of the control plate about its pivot bearing on the hinge base.
  • the actuator can be installed in different positions, for example horizontally, since it only has to initiate a rotational movement, resulting in a greater degree of freedom in positioning the actuator compared to the prior art. Furthermore, the actuator can be made smaller, in particular shorter, compared to the prior art.
  • a longitudinal axis of the link encloses such an angle in the protective position with a connecting line extending from a fastening point of the actuator that can be fastened to the lower hinge part that the link and the actuator are essentially in a stretched position.
  • the angle that the longitudinal axis of the link forms with the connecting line in the protective layer, which extends from a fastening point of the actuator that can be fastened to the lower part of the hinge can be between 120° and 170°, in particular between 130° and 150°, more preferably 140°.
  • Preferred structural configurations of the hinge which, as described above, can also be referred to as a single-pivot hinge, are described below.
  • the control plate and the link can be locked by a pawl, in particular a one-armed pawl, which is acted upon by a spring force on the lower hinge part.
  • the hinge can also have a first stop attached to the lower part of the hinge, it being possible for the link to be in contact with the first stop with a lower side face in the vehicle vertical direction, which has a control contour.
  • the link can slide with the control contour along the first stop, so that the control contour controls a movement path of the upper hinge part, starting from the normal position to the protective position.
  • the control contour can be designed in such a way that the upper hinge part moves upwards in the vehicle height direction and backwards in the longitudinal direction of the vehicle.
  • the first stop can be designed in such a way that it limits a maximum deflection of the link to the rear in the longitudinal direction of the vehicle during the second movement in order to adjust the front flap from the normal position to the protective position.
  • the hinge can also have a second stop attached to the lower part of the hinge, which limits a maximum deflection of the link upwards in the vehicle vertical direction during the second movement in order to adjust the front flap from the normal position to the protective position.
  • a protection system comprising the hinge for the front lid of the vehicle described above and an actuator attached to the hinge is provided.
  • the control plate and the link of the hinge are unlocked on the lower part of the hinge in such a way that the second movement is triggered by a rotary movement of the link around its pivot bearings on the Control plate and a rotary movement of the control plate whose pivot bearing on the lower part of the hinge is realized in such a way that the link and the actuator are essentially in an extended position when the protective position is reached.
  • the actuator can have a piston.
  • the piston can enclose an angle of between 120° and 180°, in particular 170°, in the protective layer with a connecting line extending from a fastening point, in particular arranged on the pawl, of the actuator fastened to the lower hinge part.
  • the actuator can have a hollow-cylindrical housing, a piston which is mounted in the hollow-cylindrical housing in an axially displaceable manner, and a gas pressure device which is arranged inside the housing and which, when activated, moves the piston relative to the housing.
  • the actuator can also have a first and a second fastening device for fastening the actuator to the hinge and a hollow-cylindrical actuator receptacle, the housing being mounted in the actuator receptacle in an axially displaceable manner.
  • the actuator receptacle in which the housing is mounted in an axially displaceable manner, is provided in order to compensate for installation tolerances when assembling a protection system having the actuator and the hinge.
  • the actuator can be fastened to the hinge at both a front and a rear end, the speed of the hinge when moving from the normal position to the protective position can be regulated because the front flap does not rush ahead or lift off the actuator. Furthermore, the actuator counteracts the front flap swinging back when it reaches the protective position, since it acts against underswinging immediately after it has been triggered.
  • the gas pressure device can have a pyrotechnic propellant gas generator. Additionally or alternatively, a stroke of the actuator can be greater than a minimum stroke that is at least necessary to adjust the front flap from the normal position to the protective position.
  • the first fastening device can be arranged in a line of force of the actuator.
  • the first fastening device can be arranged outside the line of force of the actuator on a lateral surface of the actuator receptacle.
  • the actuator mount can have a base part, an opening axially opposite the base part, and a cable guide arranged on the base part concentrically to the actuator mount, which is configured as a hollow cylinder. In the normal position of the front flap, the housing can be arranged at an axial distance from the cable guide.
  • the housing can be mounted so that it can be moved axially in the actuator receptacle such that when the gas pressure device is triggered, the housing initially moves in the direction of the cable guide until the housing hits the cable guide and then pushes out the piston through the opening.
  • the actuator receptacle can also have a spring on the bottom part, which extends along the cable guide and which, in the axial direction of the actuator receptacle, extends further than the cable guide in the direction of the housing. In the normal position, the spring can be spaced from the bottom part of the housing. This enables tolerance compensation.
  • the housing can also have a damping device, which is designed to damp a movement of the piston, at an end which is arranged axially opposite the base part. This can, especially shortly, before reaching the protective layer when a lower part of the piston is in contact with the Damping device is dampened a movement of the piston and thus an overshoot of the front flap can be reduced.
  • a vehicle having the protection system described above with the hinge, the hinge being attached to a front flap of the vehicle via the upper hinge part and to a body of the vehicle via the lower hinge part.
  • the vehicle can be a motor vehicle. What is described above for the hinge and the protection system also applies to the vehicle and vice versa.
  • FIGS. 1 schematically shows an actuator for a single-pivot hinge in a sectional view in a non-released or initial state.
  • FIG. 2 schematically shows the actuator from FIG. 1 in a sectional view in a released state.
  • FIG. 3 schematically shows a striker device in a side view.
  • FIG. 4 schematically shows a front flap of a vehicle with the striker device from FIG.
  • FIG. 5 schematically shows a single pivot hinge in a side view viewed from the vehicle width direction in a normal position.
  • FIG. 6 schematically shows the single-pivot hinge from FIG. 5 in a side view seen from the vehicle width direction in the transition from the normal position to a protective position.
  • Fig. 7 shows schematically the single-pivot hinge from Figures 5 and 6 in one
  • FIG. 8 shows schematically the single-pivot hinge from Figures 5 to 7 in a
  • FIGS. 5 to 8 An actuator 6 is described in detail below with reference to FIGS.
  • the actuator 6 is connected to a sensor (not shown) and is triggered if necessary, e.g. in the event of a collision with a pedestrian, in order to move a single-pivot hinge 1.1, described below with reference to FIGS. 5 to 8, from a normal position to a protective position.
  • Figure 1 shows a sectional view of the actuator or the actuator device 6 in a first state in which the actuator 6 is not triggered, i.e. the single-pivot hinge 1.1 is in the normal or an open position but not in the protective position.
  • Figure 2 shows a sectional view of the actuator 6 in a second state in which the actuator 6 is triggered, i.e. the single-pivot hinge 1.1 has moved from the normal to the protective position or is in the protective position.
  • the actuator 6 has a first and a second fastening device 61, 62, a hollow-cylindrical housing 63, a piston 64, which is mounted in the hollow-cylindrical housing 63 in an axially displaceable manner, a gas pressure device 65, which is arranged inside the housing 63 and, when activated, Piston 64 moves relative to the housing 63, and an actuator receptacle 66 on.
  • the actuator receptacle 66 has a catch 661 .
  • the catch 661 prevents the housing 63 from being pulled out of the actuator receptacle 66 and fixes the installation position. In this way, the housing 63 can be prevented from falling out of the actuator receptacle 66, particularly during assembly. It is conceivable that the catch 661 has play in the longitudinal direction of the actuator 6 . By the Play in the catch 661, a tolerance compensation with respect to the attachment points 61, 62 of the actuator 6 can take place.
  • the gas pressure device 65 is a pyrotechnic propellant gas generator.
  • the actuator receptacle 66 in which the housing 63 is mounted in an axially displaceable manner, is provided in order to compensate for installation tolerances when assembling a protection system comprising the actuator 6 and the single-pivot hinge 1.1
  • the actuator receptacle 66 and the hollow-cylindrical housing 63 are designed to be telescopic with respect to one another.
  • the actuator receptacle 66 forms a guide for the hollow-cylindrical housing 63, along which the housing 63 can move axially.
  • the actuator receptacle 66 is designed as a hollow cylinder with a base part 67 and an opposite opening 68 , a spring 69 being arranged on the base part 67 within the actuator receptacle 66 .
  • the spring 69 is a spiral spring.
  • the actuator receptacle 66 also has a cable guide 70 in its interior.
  • the cable guide 70 has a hollow-cylindrical design and is arranged concentrically to the hollow-cylindrical actuator receptacle 66 on the base part 67 of the actuator receptacle 66 .
  • the cable guide 70 can have a low-friction surface on the inside in order to prevent damage to a cable 71 arranged in the cable guide 70 for activating the gas pressure device 65 .
  • the first fastening device 61 can be arranged either on the base part 67, which has the advantage that it lies or is arranged in the axially running line of force of the gas pressure device 65, or on the side on a lateral surface be arranged in the actuator receptacle 66, which has the advantage that guiding the cable 71 is facilitated (only the first alternative is shown in FIG. 2).
  • the second fastening device 62 is fastened to the end of the piston 64 at which it protrudes from the hollow-cylindrical housing 63, i.e. axially opposite the bottom part 67.
  • the actuator 6 can be fastened to the lower hinge part 1.3, for example, by a rivet connection and/or a screw connection via the first and the second fastening device 61, 62.
  • the fact that the actuator 6 is fastened to the hinge 1.1 both at a front end and at a rear end means that the speed of the hinge 1.1 can be regulated because the front flap 94 does not rush ahead or lift off the actuator 6. Furthermore, the actuator 6 acts against the swinging back of the front flap 94 when the protective position is reached, since it acts against underswinging immediately after it has been triggered.
  • a first end 72 of the housing 63 facing the base part 67 is at a distance from the spring 69, as indicated by the distance T, as a result of which tolerance compensation is possible.
  • this distance T which is realized by the actuator receptacle 66, represents an area which serves to compensate for tolerances.
  • a flow of the actuator 6 is greater than a lifting range, ie than the distance T from the housing 63 to the spring 69 in order to compensate for the tolerances.
  • the housing 63 is mounted in an axially displaceable manner within the actuator receptacle 66, installation tolerances when assembling a protection system comprising the single-joint hinge 1.1 and the actuator 6 can be compensated.
  • the hollow-cylindrical housing 63 in which the piston 64 is arranged, can be subjected to a force in the direction of the opening 68 of the actuator receptacle 66. If the gas pressure device 65 is activated, the housing 63 moves in the actuator receptacle 66 in the direction of the base part 67 and compresses the spring 69, i.e. in the direction of the base part 67, until the first end of the housing 63 hits the cable guide 70.
  • the cable guide 70 acts as a mechanical stop for the housing 63.
  • the state of the actuator 6 shown in FIG. 2 then sets in. While the piston 64 is retracted in the housing 63 in FIG. 1 and the gas pressure device 65 has therefore not yet been ignited, the piston 64 is extended out of the housing 63 in FIG. FIG. 2 thus shows the state after the gas pressure device 65 has been triggered, in which the housing 63 is in contact with the cable guide 70 .
  • the actuator 6 has a one-piece sealing component, which in turn has a sealing element 74 and a sealing ring 76, e.g. having a rubber material, for sealing the piston 64 against the housing 63.
  • the sealing element 74 is arranged at a second end 73 of the housing 63 axially opposite the first end 72 of the housing 63 .
  • the housing 63 has at the second end 73 on its lateral surface a circumferential groove 75 in which the sealing ring 76 of the sealing element 74 is arranged. Since the sealing ring 76 has a smaller radius than the groove 75, the sealing element 74 is attached to the housing 63 and is in sealing contact with the outer surface of the housing 63.
  • the sealing element 74 has a passage for the piston 64 arranged concentrically to the housing 63, the passage also having a smaller dimension than the piston 64, so that the sealing element 74 rests sealingly on the piston 64 to prevent the ingress of liquid, in particular water , and prevent dirt.
  • the sealing element 74 seals the actuator 6 during the operation of the vehicle 93 over its service life, so that no liquid can get to the gas pressure device 65 and make it inoperable. Reliable triggering, if necessary, can thus be ensured over the service life of the actuator 6 .
  • the housing 63 also has a damping device, which is designed to damp a movement of the piston 64, at an end which is arranged axially opposite the base part 67. That is, the damper is arranged to dampen the movement of the piston 64 just before the front flap 94 reaches the protective layer. Overshooting of the front flap 94 can thus be further minimized.
  • a system having the actuator 6 and the single-pivot hinge 1.1 thus enables a solution for an active pedestrian protection hinge that works together with one, preferably two, front flap locks that form or form the axis of rotation as part of a rotary opening movement for the front flap 94.
  • the force acting on the front flap 94 is only influenced by the rotation and the raising movement, but the distance between the fastenings in the longitudinal direction of the vehicle remains the same.
  • the tolerances between the single-pivot hinge 1.1 and the actuator 6 have no effect on the protection system.
  • the actuator 6 is always in contact with the single-pivot hinge 1.1, so that there is no gap and no change in contact during adjustment at the supplier's or during installation in the factory itself.
  • the actuator 6 not only raises the front flap 94, but also helps to eliminate swinging back in the single-pivot hinge 1.1.
  • the front flap lock described below with reference to FIGS. 3 and 4 or a striker device 8 arranged at the front of the vehicle in the longitudinal direction X of the vehicle acts as a further pivot point in addition to the single-pivot hinge 1.1.
  • An upper hinge part 1.2 of the single-pivot hinge 1.1 which will be described in detail below with reference to Figures 5 to 8, is guided through the lock having the striker device 8 and the striker device 9 in the longitudinal direction X of the vehicle, with a pivot point of the front flap 94 being a striker or striker component 81 in the closing device 9, so that there is no overdetermination in the vehicle longitudinal direction X, no buckling of the front flap 94 takes place and there is less excitation for vibrations.
  • FIG. 3 such a striker device 8 with the bracket component 81 is shown schematically in a side view.
  • FIG. 4 shows a schematic side view of the front flap 94 of the vehicle 93 with the locking device 9, which includes the locking bar device 8 from FIG.
  • FIGS. 3 and 4 A Cartesian coordinate system is shown in each case in FIGS. 3 and 4, with X being the longitudinal direction of the vehicle, Y being the vehicle width direction and Z being the
  • the arrow direction of the vehicle longitudinal direction X extends from a vehicle rear to a vehicle front, i.e. along a front travel direction of the vehicle 93.
  • the striker device 8 is described in detail below with reference to FIGS.
  • the striker device 8 is installed in the longitudinal direction X of the vehicle, i.e. it extends parallel to the longitudinal direction X of the vehicle.
  • the striker device 8 is designed to interact advantageously with the single-pivot hinge 1.1 described below and the actuator 6 described above.
  • the striker device 8 is designed as a multi-part bracket component and has a first bracket part 81 extending in the vehicle vertical direction Z, a second bracket part 82 extending in the vehicle vertical direction Z and a third bracket part 83 essentially extending in the vehicle longitudinal direction X.
  • the multi-part bracket component is designed in one piece and is formed from a round solid profile, in particular from round steel.
  • the first and second bracket parts 81 , 82 each have an upper end 811 , 821 .
  • the upper ends 811 , 821 are each fixed to a holding member 95 of the front lid 94 of the vehicle 93 .
  • the vehicle 93 also has a vehicle body or a vehicle frame 96 .
  • the locking device 9 has a lock body 91 with a lock catch 92 for gripping around the striker device 8 in order to keep the front flap 94 closed.
  • the striker device 8 is arranged relative to a latch 92 in such a way that the striker device 8 can be adjusted from a normal position to the protective position by linear displacement in the event of a collision, without the latch 92 having to be opened.
  • the three shackle parts 81, 82, 83 of the striker device 8 have a substantially U-shape as viewed from the vehicle width direction Y, and the third shackle part 83 connecting the first and second shackle parts 81, 82 has a stepped shape.
  • the setting in the vehicle longitudinal direction X, vehicle width direction Y and vehicle height direction Z can be found in the prior art.
  • the third bracket part 83 has a first area 84 in which the lock latch 92 of the locking device 9 is arranged in the normal position of the front flap 94 or of the single-pivot hinge 1.1.
  • the third bracket part 83 has a second area 85 arranged in front of the first area 84 in the vehicle longitudinal direction X, in which the lock latch 92 is arranged in the protective position of the front flap 94 or the single-pivot hinge 1.1.
  • first and second areas 84, 85 are spatially oriented in the same way, in the present case they run horizontally, parallel to one another and parallel to the longitudinal direction X of the vehicle.
  • the arrangement of the lock latch 92 on the bracket component 81 of the striker device 8 is indicated in FIG. 3 with broken lines both for the normal position (on the right in FIG. 3) and for the protective position (on the left in FIG. 3).
  • the first and second areas 84 , 85 are spaced apart from one another both in the vehicle longitudinal direction X and in the vehicle vertical direction Z and are connected to one another via a third area 86 .
  • the third area 86 is to both the first area 84 and the second area
  • the third area 85 designed inclined to ensure a transition of the latch 92 from the first to the second area 84, 85 during the movement of the single-pivot hinge 1.1 from the normal position to the protective position.
  • the third area 85 designed inclined to ensure a transition of the latch 92 from the first to the second area 84, 85 during the movement of the single-pivot hinge 1.1 from the normal position to the protective position.
  • the striker device 8 offers a front one in the vehicle longitudinal direction X End of the front flap 94 the opportunity to take part in this movement. This prevents the front flap 94 from being deformed when it is moved into the protective position. In addition, a space under the front lid 94 is increased.
  • the front flap 94 does not rotate downwards, since the striker device 8 can be arranged at a distance from a front edge of the front flap 94 and thus free space for pedestrian protection can also be guaranteed in the vehicle longitudinal direction X at the front of the front flap 94.
  • the single-pivot hinge 1.1 is described in detail below with reference to FIGS.
  • the single-pivot hinge 1.1 is designed in such a way that it can advantageously interact with the actuator 6 described above and the striker device 8 described above.
  • FIG. 5 schematically shows the single-pivot hinge 1.1 in a side view seen from the vehicle width direction Y in a normal position.
  • FIG. 6 schematically shows the single-pivot hinge 1.1 from FIG. 5 in a side view seen from the vehicle width direction Y in the transition from the normal position to the protective position.
  • FIG. 7 schematically shows the single-pivot hinge 1.1 from FIGS. 5 and 6 in a side view seen from the vehicle width direction Y, progressing to FIG. 6 from the left normal position to the protective position.
  • FIG. 8 schematically shows the single-pivot hinge 1.1 from FIGS. 5 to 7 in a side view seen from the vehicle width direction Y in the protective position. Furthermore, the Cartesian coordinate system is also shown in FIGS. 5 to 8, with X indicating the longitudinal direction of the vehicle, Y indicating the vehicle width direction and Z indicating the vehicle height direction. The arrow direction of the vehicle longitudinal direction X extends from the vehicle rear to the vehicle front, i.e. along the front travel direction of the vehicle 93.
  • the goal is to avoid or minimize both overshooting and undershooting of the front flap 94 .
  • This can advantageously be achieved with the single-pivot hinge 1.1.
  • the single-pivot hinge 1.1 has an upper hinge part 1.2 and a lower hinge part
  • the upper hinge part 1.2 is attached to a front flap 94 of the vehicle 93, in particular to its hood.
  • the lower hinge part 1.3 is attached to the body 96 of the vehicle 93, which is not shown in FIGS. 5 to 8 (see FIG. 3).
  • the front flap 94 is closed, as shown in FIG. In the open position, the front flap 94 is open, for example for maintenance purposes.
  • the single-joint hinge 1.1 is designed to move in such a way that the front flap 94 and thus the upper hinge part 1.2 can be pivoted about the vehicle width direction Y relative to the lower hinge part 1.3 such that the front flap 94 can be transferred from the normal position to the open position.
  • the single-pivot hinge 1.1 is also designed to be adjusted from the normal position to the protective position, for example in the event of a collision with a pedestrian.
  • a control plate 1.31 is rotatably mounted about the vehicle width direction Y via a first pivot bearing 1.32 on the lower hinge part 1.3.
  • control plate 1 .31 On the control plate 1 .31 is a handlebar 1 .33 at one axial end thereof together with a pawl 1 .34 running vorroughig via a second pivot bearing 1 .35 to the vehicle width direction Y rotatably mounted.
  • the pawl 1.34 has a section that protrudes from a main body of the pawl 1.34, here in particular is curved, and which extends from the main body of the second pawl 1.34 in the direction of the bolt of an actuator 6.
  • the lower hinge part 1.3 for the link 1.33 has a first stop 1.36 and a second stop 1.37 arranged above and in front of the first stop 1.36 in the vehicle vertical direction Z and in the vehicle longitudinal direction X.
  • a third stop 1.311 for the link 1.33 is provided on the control plate 1.31 and is arranged between the first and the second stop 1.36, 1.37 in the vehicle vertical direction Z.
  • the third stop 1.311 is designed as an adjustable eccentric. It is also conceivable, additionally or alternatively, to provide a stop screw. In this way, a play-free setting and also play-free operation when driving can be ensured. Alternatively, this can also be provided in the first stop 1.36.
  • the link 1.33 extends backwards in the vehicle longitudinal direction X and upwards in the vehicle vertical direction Z, so that the link 1.35 is arranged between the first, the second and the third stop 1.311, 1.36, 1.37.
  • the third stop 1.311 can be adjusted without play, e.g. by the supplier. In the normal position, one side surface of the handlebar is in contact with the first stop 1.36 and the other side surface is in contact with the third stop 1.311.
  • the link 1.33 is mounted rotatably about the vehicle width direction Y via a third pivot bearing 1.21 on the upper hinge part 1.2.
  • the front flap 94 of the vehicle 93 is connected to the upper hinge part 1.2 via the third pivot bearing 1.21 and extends forward in the longitudinal direction X of the vehicle, starting from the third pivot bearing 1.21.
  • the actuator 6 which was described above with reference to FIGS. 1 and 2, is fastened to the lower hinge part 1.3 via its first fastening device 61 and is fastened to the pawl 1.34 via its second fastening device 62.
  • the pawl 1.34 is provided in order to lock the components attached to the lower hinge part 1.3, in particular the control plate 1.31 and the link 1.33, in the normal position and the open position. Therefore, the pawl 1.34 can also be referred to as a pawl
  • the pawl 1.34 is, as described above, designed to be pre-cut and is also acted upon by a spring force generated by a spring 1.38, indicated schematically by an arrow shown in FIGS. 5 to 8, counter to its opening direction.
  • an abutment 1.39 is provided on the lower hinge part 1.3, which has a stop for the control plate 1.31.
  • a buckling guide (not shown) for the control plate 1.31 can also be provided here in the manner described above.
  • the link 1.33 is in the normal position of its first side surface in contact with the first stop 1.36 and with the other side surface in contact with the third stop 1.311, so that movement of the link 1.33 in the normal position is also not possible.
  • the actuator 6 is triggered and generates a force which predominantly acts backwards in the vehicle longitudinal direction X and upwards in the vehicle vertical direction Z.
  • the pawl 1.34 is rotated upwards by the vehicle width direction Y against the spring force generated by the spring 1.38 via the second pivot bearing 1.35, so that the pawl 1.34 unlocks the control plate 1.31.
  • the pawl 1.34 then rotates further upwards about the vehicle width direction Y via the second pivot bearing 1.35 and hits or strikes the control plate 1.31.
  • the control plate 1.31 is rotated upwards about the vehicle width direction Y by the pulse transmitted by the pawl 1.34 via the first pivot bearing 1.32.
  • the third stop 1.311 provided on the control plate 1.31 turns away from the second side face of the link 1.33 and releases it.
  • the link 1.33 which is rotatably attached to the control plate 1.31 via the second pivot bearing 1.35, is pushed out in the process, driven by the control plate 1.31.
  • the first side surface of the link 1.33 slides along the first stop 1.36.
  • the first side surface has a control contour which controls a movement path of the third rotary bearing 1.21 attached to the upper hinge part 1.2 and thus of the front flap 94, starting from the normal position to the protective position, as can be seen in the progression of FIGS.
  • control contour is designed in such a way that the third pivot bearing 1.21 moves upwards in the vertical direction Z of the vehicle and backwards in the longitudinal direction X of the vehicle.
  • the front flap 94 can thus be moved in the direction of a lower edge of a windshield or windshield of the vehicle 93 and cover the lower edge of the pane, which is a relatively stiff component, in the protective layer in the event of a collision.
  • front flap 94 moves rearward in vehicle longitudinal direction X, it is advantageous to install it together with striker device 8 described above with reference to FIGS. 3 and 4, which allows compensation in vehicle longitudinal direction X.
  • the second side surface of the link 1.33 i.e. the side surface of the link 1.33 which is arranged at the top in the vehicle vertical direction Z and thus opposite the first side surface of the link 1.33, comes into contact with the second stop 1.37, as shown in Figure 8 is.
  • a first connecting line L1 extending from the second rotary bearing 1.35 to the third rotary bearing 1.21 closes with a line extending from a fastening point of the actuator 6 on the pawl 1.34, at which the actuator 6 is rotatably mounted via its second fastening device 62 second connecting line L2 in the protective layer forms an angle W between 120° and 170°, in particular between 130° and 150°, more preferably 140°.
  • the first connecting line L1 thus corresponds to a longitudinal axis of the link 1.33.
  • the actuator 6 is arranged in the protective position such that the piston 64 of the actuator 6 and the second connecting line L2 enclose an angle M between 120° and 180°, in particular 170°, in the protective position.
  • This configuration in which the actuator 6 and the link 1.33 are almost in the extended position when the protective position is reached, overshooting and undershooting of the front flap 94 when the protective position is reached can be prevented or minimized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Superstructure Of Vehicle (AREA)

Abstract

Charnière (1.1) pour un capot avant (94) d'un véhicule (93). Cette charnière comprend une pièce supérieure de charnière (1.2) qui peut être montée sur le capot avant, une pièce inférieure de charnière (1.3) qui peut être montée sur la carrosserie (96) du véhicule, une plaque de commande (1.31) et un bras (1.33), en particulier un bras unique. Lors d'un deuxième mouvement entraîné par un actionneur (6) pouvant être fixé sur la pièce inférieure de charnière, pour déplacer le capot avant de la position normale vers une position de protection, la plaque de commande et le bras sont déverrouillés sur la pièce inférieure de charnière de manière que ce deuxième mouvement puisse être mis en œuvre par l'intermédiaire d'un mouvement de rotation du bras autour de ses paliers de rotation (1.35) sur la plaque de commande et un mouvement de rotation de la plaque de commande autour de son palier de rotation (1.32) sur la pièce inférieure de charnière. Un axe longitudinal (L) du bras forme, dans la position de protection, un angle (W) avec une ligne de liaison (L2) s'étendant à partir d'un point de fixation (62) de l'actionneur qui peut être fixé sur la pièce inférieure de charnière, de sorte que le bras et l'actionneur se trouvent sensiblement dans une position d'extension.
PCT/EP2021/069393 2020-07-17 2021-07-13 Charnière conçue pour déplacer un capot avant d'une position normale vers une position de protection Ceased WO2022013181A1 (fr)

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Application Number Priority Date Filing Date Title
DE102020118955.9 2020-07-17
DE102020118955.9A DE102020118955A1 (de) 2020-07-17 2020-07-17 Scharnier zur verstellung einer fronthaube von einer normallage in eine schutzlage

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WO2022013181A1 true WO2022013181A1 (fr) 2022-01-20

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DE102008011722A1 (de) 2008-02-28 2009-09-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Scharnieranordnung für eine Motorhaube mit Fußgängerschutz
US20140359974A1 (en) * 2013-06-05 2014-12-11 Flexngate Automotive Iberica, S.L.U. Hinge device for the articulated attachment of a hood to a vehicle chassis
DE102015203513A1 (de) 2015-02-27 2016-11-03 Bayerische Motoren Werke Aktiengesellschaft Scharniereinrichtung mit Anhebemittel
WO2021190992A1 (fr) * 2020-03-26 2021-09-30 Bayerische Motoren Werke Aktiengesellschaft Dispositif de charnière pour capot avant de véhicule motorisé, et système de protection destiné à protéger une personne située à l'extérieur d'un véhicule motorisé

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117005769A (zh) * 2022-05-03 2023-11-07 麦格纳覆盖件有限公司 包括用于铰链的弹出式安全系统的用于闭合面板的致动系统

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