DE102015007336B4 - Vehicle hinge for raising a vehicle hood in an accident situation - Google Patents

Abstract

Vehicle hinge (10) for lifting a vehicle hood (12) in an accident situation, comprising a hinge fastening (14) fixed on the body side and a hinge flap part (16) fastened on the hood side, the hinge fastening (14) and the hinge flap part (16) being connected to one another in an articulated manner, the hinge flap part (16) has two sections (20, 21) which can be pivoted relative to one another in the accident situation and which are locked to one another with a locking device (30), and wherein the locking device (30) comprises a locking element (31) which has an actuating surface (40) for has an actuator (28) activated in the accident situation, characterized in that the locking device (30) also has a predetermined crack point (38) for unlocking the two sections (20, 21) by tearing this predetermined crack point (38) when the locking element is actuated ( 31) through the actuator (28).

Description

The invention relates to a vehicle hinge for lifting a vehicle hood in an accident situation.

Such a hinge usually consists of a hinge fastening fixed on the vehicle body side and a hinged flap part which is articulated thereto and which enables the hinge to be connected to the vehicle hood, for example a car front hood.

Conventional hinges are typically designed as single- or four-bar hinges and enable a vehicle user to open the vehicle hood, for example into a so-called service position to check a vehicle part (in particular the engine) arranged under the vehicle hood.

For a conventional opening of a front hood, a vehicle hood lock that secures the vehicle hood to the body and is spaced from the hinge is usually opened.

It is already known from the prior art to adapt a hinge in such a way that a car front hood is set up in an area assigned to the hinge in an accident situation before a pedestrian hits it. The hood lock usually remains closed, so that the opening movement of the hood in an accident situation essentially corresponds to a pivoting movement about a pivot axis arranged in the area of the hood lock.

To set up the hood in the hinge area, it is initially known from the prior art to lift the hinge completely, i.e. in particular including the hinge fastening, using a hinge lifting device in an accident situation. However, such a design has the disadvantage that additional components are required and the hinge attachment cannot be securely attached to the body.

Furthermore, it is already known from the prior art to space the hinge flap part and the hinge fastening from one another in the hinge area in order to raise the front hood in an accident situation. In order to adapt the hinge to the changed requirements compared to a conventional opening movement of the hood, it is already known from the prior art to form the hinge flap part from two sections that can be pivoted relative to one another. These sections can be tilted relative to one another in an accident situation, such that the vehicle hood can be set up in an accident situation despite a closed hood lock.

Such a prior art device is, for example, from DE 10 2007 033 325 A1 known. In the hinge known from this publication, the two sections of the hinge flap part are fundamentally rigidly fixed to one another via a rivet-like locking element in the form of a pin, the locking element being able to be sheared off when a predetermined torque is exceeded in an accident situation in order to cancel the locking of the two hinge flap parts. For this purpose, an actuator hits the upper part of the flap in the accident situation, which in practice can lead to an unwanted deflection of the hood (instead of the locking element shearing off), especially when using very soft hoods.

Alternatively, it is from the DE 10 2009 041 418 A1 known to provide a releasable catch hook on the lower part of the flap. Although such a device is fundamentally advantageous, there may be situations in which a releasable catch hook is not desired, but an even more secure and stronger connection between the lower and upper parts of the flap must be provided.

Such a detachable catch hook is also from the DE 10 2011 056 844 A1 known, in which an actuator element acts on an arm of the catch hook in order to release the lock between the two sections of the hinge flap part.

It is therefore the object of the present invention to provide a vehicle hinge which is designed to be particularly secure both in terms of locking the hinge flap sections and in terms of unlocking.

The invention solves the problem set according to a first aspect with the features of claims 1 and 2 and is therefore particularly characterized in that the locking device comprises a locking element, which has both an actuation surface for an actuator activated in the accident situation and a predetermined crack point, in particular for Unlocking the two sections by tearing them when the locking element is actuated by the actuator.

A predetermined crack point between the two pivotable sections of the hinge flap part is from the EP 2 351 671 A1 already known. There, the predetermined crack point is assigned to a tension element to be screwed or riveted to each of the two sections. The tearing takes place here by a remotely arranged actuator element which acts directly on one of the two hinge flap parts. The predetermined crack point is not assigned to a locking element with an actuation surface for an actuator.

In other words, the idea of the invention is to provide a locking element that can be contacted directly by the actuator element and which, when acted upon by the actuator element, tears at a designated location to release the two sections of the hinge flap part.

For this purpose, in particular a (unilateral) tensile force is exerted on the predetermined crack point. This tensile force can, for example, be aligned essentially opposite to the effective direction or extension direction of the actuator. The tearing can of course also be done by pulling laterally on one or more sections of the locking element. In particular, in the event of such a tear, the opposite two locking element sections assigned to the predetermined tear point are initially spaced apart from one another. Alternatively, it is also possible for these to be moved towards each other to tear or something similar.

The predetermined crack point can preferably be provided by a material weakening in the area of the predetermined crack point in the locking element, which is particularly designed like a sheet metal. The predetermined crack point can be produced in particular by an embossing process of the locking element in the area of the predetermined crack point.

Alternatively and additionally, the locking element can also be flattened in the area of the predetermined crack point. In a further manufacturing step, after the embossing and/or flattening process, the material that then protrudes can be removed, for example cut away, in order to produce the predetermined crack point.

In particular, if the locking element is designed as a stamped part (e.g. stamped bent part) or similar, the entire element can also be deburred or brushed for deburring after the predetermined crack point has been produced. Advantageously, the locking element is then also coated, for example by passing it through electroplating. However, the latter step in particular is hardly possible with very thin predetermined cracks.

So that the predetermined crack point can basically be made somewhat more stable and the manufacturing process of the locking element is facilitated, it is provided according to the invention that the locking element also provides an actuation surface for the actuator. Since the actuator thus acts directly on the locking element, the predetermined crack point can be designed to be somewhat more stable than if the actuator did not act directly on the locking element (since with a purely indirect force transmission, fundamentally and naturally less force is transmitted to the locking element than with a direct one contacting).

The predetermined crack point and the actuation surface are therefore provided on the same locking element. The locking element is therefore designed in particular in one piece (before tearing). However, it is also conceivable that, for example, the actuating surface is not designed to be integrally bonded (of the same material) with the rest of the locking element, but is placed, for example, as a cap attachment on the rest of the locking element. A one-piece design of the actuating surface with the rest of the locking element, in particular also with the predetermined crack point, is preferred.

The provision of a predetermined crack point in such a locking element enables an even more secure locking of the hinge flap part or the two sections of the hinge flap part. When the vehicle is used conventionally, these two sections are always moved or pivoted together and in a locked state for the conventional opening of the flap. The locking or locking of the two sections should only be released in an accident situation, for which purpose it is provided according to the invention that the predetermined crack point tears under force. In this way, the upper part of the flap can pivot away from the lower part of the flap and the vehicle hood can be raised in the event of an accident. For this purpose, the locking element is typically arranged or attached to one of the two sections (in particular the upper flap part) in such a way that it can captively secure a holding element, for example a bolt, of the other section (in particular the lower flap part) with respect to the hinge plane. With respect to the hinge plane, the locking element, together with the section on which it is arranged, can thus captively enclose the holding element arranged on the other section. The hinge plane is hereby understood to mean the essential extension plane of the hinge, which is essentially spanned by the plane along which the two (no longer locked) sections can finally pivot.

In particular, it can be provided that the holding element can be clamped in a wedge-like manner between the locking element and a locking surface of the flap section to which the locking element is attached in order to lock the two sections apply to each other in a rattling-free manner. For this purpose, the locking element can also provide a support surface for the holding element, which can be arranged essentially between the predetermined crack point and the actuation surface. In order to achieve such a wedge effect, it is particularly advantageous to mount the locking element on one of the sections (in particular on the upper flap part) in such a way that the connection or assembly points are formed with play, for example through elongated holes.

Since the locking element advantageously provides two connection points on the flap section assigned to it, it cannot be pivoted almost freely (as in the prior art) and can therefore grip behind the holding element even more securely. In addition, it can be arranged without a spring, in contrast to the hook-shaped element known from the prior art.

The actuating surface for cooperation with the actuator element can preferably be provided at the end of the locking element opposite the predetermined crack point. When the actuating surface is actuated by the actuator element, the locking element can transmit the applied force to the predetermined crack point. For this purpose, it can, for example, be supported on the holding element via its support surface and (due to this lever-like arrangement) also have a translation which further amplifies the force applied by the actuator. The lever between the support surface and the actuation surface can be understood as an attack lever. The section of the locking element assigned to this lever can give way or pivot slightly (particularly with regard to the support surface) while the tear-off energy is built up at the predetermined crack point.

The locking element can form part of a locking device, which can also include other elements, such as the holding element arranged on the other section or the fastening of the locking element.

What is crucial, however, is that this locking device is deactivated in an accident situation, for example in the event that a pedestrian is detected by sensors (which are typically arranged in the front area of the car), so that the flap sections can pivot relative to one another. In particular, the hinge flap parts can open like scissors. For this purpose, they are typically fixed to one another via a common pivot axis. This pivot axis is designed separately from the pivot axis of the overall hinge, around which the two sections of the hinge flap part pivot together in the locked state, with a conventional hood opening.

The released pivoting of the two hinged flap parts or the sections in an accident situation enables the front hood to be raised against the usual opening direction of the front hood, in particular since the upper flap part is fixed directly to the front hood, while the lower flap part can pivot relative to the upper flap part and the hood.

The entire hinge flap part is arranged in an articulated manner, typically via a four-bar linkage, on a hinge fastening, in particular a fastening console. Depending on the vehicle type, the fastening console can also be dispensed with and the hinge fastening can simply be designed as a screw-like fastening or something similar and be connected directly to the body.

In the case of a four-bar linkage, two links are typically provided between the fastening(s) and the hinge flap part. With a two-joint hinge, for example, there can only be one handlebar.

A vehicle hood in the sense of the present invention can be understood to mean in particular a vehicle front hood, but also, for example, a rear hood of a vehicle, which has to be raised in an accident situation. The vehicle hood is usually raised by a few centimeters in an accident situation, for example by a lifting distance of eight centimeters, in order to enable a damping effect when a pedestrian hits the vehicle hood and to ensure that the vehicle hood is in the accident situation despite being arranged directly underneath it Vehicle parts, such as the engine, can give way over a sufficient alternative path.

For this purpose, the vehicle hood is raised, particularly in the area of the hinge, of which a conventional vehicle usually provides two in a parallel arrangement on different sides of the hood.

Advantageously, the vehicle hood is also assigned a hood lock, which remains closed in the accident situation, such that the lifting of the vehicle hood corresponds to a pivoting movement about a pivot axis assigned to the vehicle lock. Alternatively, however, it is also possible to use the vehicle hinge according to the invention on a vehicle hood, which in an accident situation both in the flock kidney area as well as in the lock area.

To set up the vehicle hood, an actuator or actuator element is assigned to the vehicle hinge, which can ensure that the vehicle hood is set up. The actuator element can, for example, be designed to be pyrotechnic and be triggered automatically after detection by the sensors described above. The actuator element can unlock the hinge flap parts, for example with the help of an extendable bolt or cylinder element, by acting on the locking device and ensuring that the predetermined crack point is torn. However, the actuator element is fundamentally not limited to a pyrotechnic actuator element. Rather, any suitable type of actuator element can be provided, for example a spring element or the like.

The actuator advantageously ensures the unlocking of the two sections of the hinge flap part as well as the installation of the entire vehicle hinge or the hood. In this sense, after its triggering, the actuator element can, for example, contact two separate driving surfaces one after the other, whereby the initially contacted driving surface can, for example, be the actuating surface of the locking element. For this purpose, the actuator element can be triggered automatically (for example as a result of a sensor-controlled detection described above) and a piston or cylinder element can move explosively along an extension direction. This can ensure that the locking device is unlocked as well as the front hood is set up. According to an alternative exemplary embodiment, it is fundamentally also possible for two separate actuator elements to be provided, one for actuating the locking element or the locking device and one for (subsequently) setting up the hood.

Advantageously, the two sections of the hinge flap part are designed in their locking position as levers arranged parallel with respect to their longitudinal orientation. This enables a particularly stable design of the hinge. While hinges of the prior art can be formed by two sections arranged one behind the other with respect to their longitudinal extent and essentially only overlapping in the area of their joint, the two levers or sections of the hinge flap part according to the present invention advantageously overlap over a large area, which in particular has an overlap area of at least 50 percent, more advantageously at least 25 percent, of the area of the handlebar-side section or the lever of the hinge flap part.

The pivoting movement of the two sections with one another can be limited in particular, for example by a stop device. For this purpose, for example, an elongated hole can be provided on one of the sections and a locking bolt which engages in the elongated hole can be provided on the other section.

According to a particularly advantageous embodiment of the invention, the two pivotable sections of the hinged flap part, i.e. the upper flap part and the lower flap part, are assigned a stop mechanism, which prevents the two sections from being completely pivoted back or closed relative to one another, in the event of an accident.

This aspect is in itself an independent basis for the invention of a generic hinge. In this way, it is prevented that the upper flap part and the lower flap part, which are essentially pivoted apart like scissors in an accident situation, can completely return to their starting position, i.e. the scissors can close.

This limits and restricts a so-called rebound, i.e. an elastic swing back of the hood, particularly after the maximum achievable installation height of the vehicle hood has been reached. In addition, such a stopping mechanism can also prevent the hood from giving way indefinitely if a pedestrian hits the front hood.

Also shows the DE 10 2006 010 801 A1 a stopping mechanism for a hinge, but only for a non-genus hinge. There, the hinge flap part is not formed from several sections that can be pivoted relative to one another, but rather only from one section, which can optionally be prevented from completely pivoting the hinge closed compared to a hinge fastening or fastening console.

The DE 10 2008 011 722 A1 already discloses a stop mechanism for two hinge flap parts for the two mutually pivotable sections of the hinge flap part. There, stopping is ensured by the special design of the actuator element, which has ribs on its piston, which can deflect a ring-like metal disk when it emerges from the actuator, so that the metal disk can hold the ribs after the piston has exited. However, these ribs shear when subjected to pressure The front hood immediately comes off without further ado, so that the mechanism disclosed there does not prevent the two sections from being completely pivoted back or closed relative to one another. Rather, it is a temporary stay.

According to the invention, the stopping mechanism has a locking surface which is fixedly arranged on one of the sections. This locking surface can snap into place as soon as the vehicle hood has reached a certain installation height and thus prevent the upper part of the flap and the lower part of the flap from falling below the spread angle or distance assumed at this moment. In particular, the locking surface can be designed to be deflectable before the final activation of the stopping mechanism, i.e. before the locking surface engages. For this purpose, the locking surface can, for example, deflect over the section on which it is not arranged when the two sections are opened relative to one another and then, when a certain expansion angle is reached, snap into place above or below said section and snap into place in the opposite direction to the deflection direction. For example, the locking surface for this can be provided on a web or arm, which is formed by the section itself. The arm can then be deflected including the locking surface. In particular, the locking surface can advantageously be arranged on the upper hinge part, can then first deflect the lower flap part in an accident situation (for example due to a contact surface on the lower flap part) and snap into place when a certain vehicle hood height is reached (and after the sweep of the lower flap part has been completed).

Advantageously, it can be provided that the locking surface is arranged on a projecting area of a section of the hinge flap part. The cantilevered area can therefore reach behind the other section, at least when the hinge flap part is locked. If the hinge flap part is then to be opened, it can, for example, run onto a contact surface of the other section.

The locking surface can thus be designed essentially in one piece and cohesively with the section, in particular with the upper flap part, and can be arranged, for example, on a web or on another extension.

According to a particularly preferred embodiment of the invention, the actuation surface can be designed as a first driving surface, with this being assigned a second driving surface on one of the sections of the hinge flap part. In this sense, driving surface means that the surface can be driven, in particular acted upon, by the activated actuator. For this purpose, the two driving surfaces can be arranged one behind the other in particular in line with the actuator element, i.e. with respect to the extension direction of the actuator, such that the actuator first hits and drives a first driving surface and then (also) the second driving surface.

In particular, the driving surfaces can surround each other coaxially (preferably axially offset). For example, the second driving surface can surround the first driving surface in a fork-shaped manner. The first driving surface can, for example, pass through the fork-shaped second driving surface in the starting position (with the actuator not activated) and can thus be assigned axially closer to the actuator than the second driving surface. If the actuator has driven the first driving surface a certain distance, it can hit the second driving surface.

Advantageously, it is provided that the first driving surface when acted upon leads to an unlocking of the locking device and the second driving surface when acted upon (also) ensures that the vehicle hood is set up, in particular for the hinge flap part sections to be pivoted apart.

In particular, however, the first driving surface can still move out of the movement path of the actuator during the extension movement of the actuator, so that the actuator then only acts on the second driving surface. The second driving surface can also be spaced from the actuator (further in the extension direction), in particular after the actuator has completely extended. The second driving surface is advantageously provided on the section on which the locking element including the actuating surface (and thus the first driving surface) is not arranged. If the locking element is thus arranged on the upper flap part, the second driving surface is typically arranged on the lower flap part and is provided, for example, by a cantilevered region of the lower flap part.

According to the most preferred embodiment and that shown in the figures, the locking element has at least two attachment points on the portion of the hinged flap part to which it is attached. In this sense, the locking element is attached at two points to the hinged flap part, typically to the top flap part. The attachment can be rigid. However, the fastening is advantageously carried out with play, which can be achieved, for example, by slot fastenings or the like. The two fastening points enable a holding element of the other hinge flap part to be gripped behind. The holding element can thus be captively placed between the latch element and, for example, a surface rigidly attached to the hinge flap part (on which the locking element is arranged) can be held captively. The holding element is therefore completely encompassed, no matter how much the locking element is displaced. In other words, the holding element cannot be released by a displacement movement of the locking element, only by tearing the predetermined crack point.

In order to achieve such an embodiment, it is advantageously provided that at least one elongated hole is assigned to the locking element for its attachment to a section of the hinge flap part. The elongated hole is assigned in particular to one of the two attachment points. Advantageously, an elongated hole is assigned to each of the two fastening points.

The elongated hole or holes are typically provided in the locking element itself. Alternatively, the elongated holes can of course also be provided in the hinge flap part on which the locking element is arranged, in which case corresponding extensions would then be provided on the locking element, which would engage in the elongated holes.

In the preferred exemplary embodiment, in which the locking element has one or two elongated holes, these elongated holes can be penetrated by screws, bolts or the like for mounting the locking element, which are or will be firmly arranged on the hinge flap part on which the locking element is to be arranged. The elongated hole gives the locking element some play when it is attached to the hinge flap part. Preferably, the fastening screws, extensions, bolts or the like, which engage in the elongated holes, are provided with mushroom heads in order to secure the locking element captively to the hinge flap part.

According to the invention, it is particularly advantageously provided that the locking element attached to a first section of the hinge flap part has a support surface with which the locking element can be supported on a holding element of the other section when acted upon by the actuator, in order to tear the predetermined crack point. This allows particularly good power transmission from the actuator to the predetermined crack point. In particular, the predetermined crack point can be made relatively strong and does not tear during transport or the like. The support surface can rest on the, for example, bolt-like holding element and can be designed essentially like a line. In other exemplary embodiments, the support surface can also be designed just like a point or as a surface. The support provides a certain lever mechanism which supports the tearing of the predetermined crack point when acted upon by the actuator.

According to a particularly advantageous embodiment of the invention, a translation is provided in the lever system. In this sense, the distance between the support surface and the predetermined crack point is smaller than the distance between the support surface and the actuation surface. According to the lever laws, this enables a particularly good translation in such a way that the force applied by the actuator is increased via the levers. The support surface is typically arranged between the predetermined crack point and the actuation surface, which in the sense of the present invention does not mean that it has to lie on the direct connecting line between the predetermined crack point and the actuation surface, but rather should lie in a projection onto this connecting line, between the actuation surface and the predetermined crack point.

• • Aktivieren eines mit einem Fahrzeugscharnier kooperierenden Aktors in der Unfallsituation,
• • Kontaktieren einer Betätigungsfläche eines Riegelelementes einer Arretiereinrichtung, welche zwei in der Unfallsituation relativ zueinander verschwenkbare Abschnitte eines Scharnierklappenteils des Fahrzeugscharniers vor der Unfallsituation verriegelt,

• • Reißen einer Sollrissstelle des Riegelelements zum Entriegeln der zwei Abschnitte,
• • Verschwenken der beiden Abschnitte relativ zueinander zum Aufstellen der Fahrzeughaube.

The hinge according to the invention can be used in a process which has the following process steps:

• • Activating an actuator that cooperates with a vehicle hinge in the accident situation,
• • Contacting an actuating surface of a locking element of a locking device, which locks two sections of a hinge flap part of the vehicle hinge that can be pivoted relative to one another in the accident situation before the accident situation,

• • Tearing of a predetermined crack point of the locking element to unlock the two sections,
• • Pivoting the two sections relative to each other to raise the vehicle hood.

• 1 in einer schematischen, teilgeschnittenen Seitenansicht den Frontbereich eines PKW bei einer in vollständiger Schließposition befindlichen Fronthaube mit einem lediglich schematisch und teilweise dargestellten, im vorderen Fronthaubenbereich angeordneten Schloss und einem ebenfalls lediglich schematisch dargestellten zusammengeklappten Scharnier,
• 2 eine Ansicht gemäß 1 bei in einer Öffnungs- oder Servicestellung befindlichen Fronthaube mit einem in Öffnungsstellung befindlichen Scharnier bei verriegeltem Scharnierklappenteil,
• 3 in einer Darstellung gemäß 1 die Fronthaube in einer angehobenen Stellung bei geschlossenem Fronthaubenschloss und in einer angehobenen Stellung befindlichem Scharnier mit entriegeltem Scharnierklappenteil,
• 4 eine sehr schematische, bezüglich den 1 bis 3 vergrößerte Ansicht eines erfindungsgemäßen Scharniers in einer Position, welche der geschlossenen Position der nicht dargestellten Fronthaube entspricht, etwa gemäß 1 mit einem dem Scharnier zugeordneten, nicht aktivierten Aktorelement,
• 5 das Scharnier gemäß 4 bei aktiviertem, teilausgefahrenem Aktorelement und bereits gerissener Sollrissstelle des Riegelelementes,
• 6 das Scharnier gemäß 5 bei weiter ausgefahrenem Aktorelement und von dem Aktorelement beabstandeter Kontaktfläche des Riegelelementes,
• 7 das Scharnier gemäß 6 bei weiter ausgefahrenem Aktorelement und bei weiter aufgestellter Fronthaube,
• 8 das Scharnier gemäß 7 bei weiter ausgefahrenem Aktor und bei weiter aufgestellter Fronthaube,
• 9 das Scharnier gemäß 8 bei weiter ausgefahrenem Aktor und bei weiter aufgestellter Fronthaube,
• 10 das Scharnier gemäß 9 bei in Endlage befindlichem Aktor,
• 11 das Scharnier gemäß 10 bei von dem ausgefahrenen Aktor beabstandetem Scharnierklappenteil bei maxiamaler Aufstellhöhe,
• 12 das Scharnier gemäß 11 bei einer Rückschwenkbewegung bei offen gehaltener Schere zwischen den beiden Abschnitten des Scharnierklappenteils,
• 13 eine vergrößerte, sehr schematische Darstellung des Bereichs des Scharniers gemäß den 4 bis 12, in welchem das Riegelelement angeordnet ist, unter Fortlassung der pilzartigen Köpfe der Riegelelementbefestigungen, in einer Position etwa gemäß 4,
• 14 der Bereich gemäß 13, etwa entsprechend einer Position, welche dem Ablauf nach zwischen den 4 und 5 einzuordnen wäre,
• 15 der Bereich gemäß 14 bei weiter ausgefahrenem Aktorelement,
• 16 der Bereich gemäß 15 bei noch weiter ausgefahrenem Aktorelement,
• 17 der Bereich gemäß 16 etwa entsprechend einer Position gemäß 5 und
• 18 eine sehr schematische, kurvenartige Darstellung eines ausgewählten Punktes der Fronthaube oder des Klappenoberteils in einer Darstellung der erreichten Aufstellungshöhe gegenüber der Zeit.

Further advantages of the invention result from the unquoted subclaims and from the following description of the exemplary embodiments shown in the figures. Show in it:

• 1 in a schematic, partially sectioned side view of the front area of a car with a front hood in the fully closed position with a lock, which is only shown schematically and partially, and is arranged in the front area of the hood and a folded hinge, also shown only schematically,
• 2 a view according to 1 with the front hood in an opening or service position with a hinge in the open position with the hinge flap part locked,
• 3 in a representation according to 1 the front hood in a raised position with the front hood lock closed and the hinge in a raised position with the hinge flap part unlocked,
• 4 a very schematic one, regarding the 1 until 3 enlarged view of a hinge according to the invention in a position which corresponds to the closed position of the front hood, not shown, approximately according to 1 with a non-activated actuator element assigned to the hinge,
• 5 the hinge accordingly 4 with the actuator element activated, partially extended and the predetermined crack point of the locking element already torn,
• 6 the hinge accordingly 5 with the actuator element further extended and the contact surface of the locking element spaced from the actuator element,
• 7 the hinge accordingly 6 with the actuator element extended further and the front hood raised further,
• 8th the hinge accordingly 7 with the actuator further extended and the front hood raised further,
• 9 the hinge accordingly 8th with the actuator further extended and the front hood raised further,
• 10 the hinge accordingly 9 with the actuator in the end position,
• 11 the hinge accordingly 10 with the hinge flap part spaced from the extended actuator at maximum installation height,
• 12 the hinge accordingly 11 during a swing-back movement with the scissors held open between the two sections of the hinge flap part,
• 13 an enlarged, very schematic representation of the area of the hinge according to the 4 until 12 , in which the locking element is arranged, leaving out the mushroom-like heads of the locking element fasteners, in a position approximately according to 4 ,
• 14 the area according to 13 , roughly corresponding to a position which, according to the sequence, lies between the 4 and 5 would be classified,
• 15 the area according to 14 with the actuator element extended further,
• 16 the area according to 15 with the actuator element extended even further,
• 17 the area according to 16 approximately corresponding to a position 5 and
• 18 a very schematic, curve-like representation of a selected point on the front hood or the top part of the flap in a representation of the installation altitude achieved versus time.

In the following description of the figures, identical or comparable parts are given identical reference numbers, sometimes with the addition of small letters or apostrophes. In the claims following the description of the figures, these small letters and apostrophes have been partially omitted for the same or comparable reference numbers for the sake of clarity.

The hinge designated 10 in its entirety in the figures should first be based on the 1 until 3 generally be described with regard to its use in a device 11 for setting up a vehicle front hood 12.

So shows 1 the hinge 10 arranged in the rear area of the front hood 12 with respect to the direction of travel

The hinge 10 shown is fixed with its fastening bracket 14 to the body 15 of the vehicle, while the hinge flap part 16 is attached to the front hood 12.

In the front area of the front hood 12 with respect to the direction of travel X, it has a front fastening hook 17, which is part of one in the 1 until 3 Front hood lock, not shown in more detail, and a rotary latch, also not shown, fixed on the body side in the in 1 shown, complete closed position of the front hood 12 is held.

If a vehicle user wishes to access the engine area located below the front hood 12, for example for the purpose of checking the oil level, the front hood 12 can be in its in 2 service position shown can be transferred. For this purpose, the rotary latch of the front hood lock (not shown) releases the locking bar 17 of the front hood 12 and the Front hood 12 can be inserted into the in via the hinge 10 2 Pivot the service or opening position shown.

During this opening movement of the front hood 12, the hinge fastening 14 and the hinge flap part 16 of the hinge 10 are pivotally spaced apart from one another. For this purpose, the hinge 10 has two links 18, 19, each of which is articulated at one end to the hinge fastening 14 and at the other end to the hinge flap part 16. The hinge flap part 16 is in a locked state.

In the event of a pedestrian accident situation, in which the front area of the vehicle with respect to the direction of travel X is located in the 1 until 3 If sensor elements (not shown) detect the collision of the vehicle with a pedestrian, the front hood 12 can automatically be moved out of its position 1 shown closed position into an in 3 be transferred to the raised position shown. For this purpose you can enter the 1 until 3 For the sake of clarity, the actuator element, which is not shown and is assigned to the hinge fastening 14, acts on the hinge flap part 16, unlocks it and is additionally spaced from the hinge fastening 14.

In the course of this deployment movement, the handlebars 18, 19 initially experience a movement which corresponds to a conventional opening movement of the front hood. However, since the locking bar 17 is still held by the rotary latch (not shown) in an accident situation, it is set up essentially in the rear area of the front hood 12 with respect to the direction of travel 17 arranged pivot axis corresponds.

In order to enable the front hood 12 to be set up despite a conventional movement of the handlebars 18, 19 in conjunction with the held locking bar 17, the hinge flap part 16 can be unlocked after detecting an impending impact by a pedestrian, for which an in the 1 until 3 Locking device, not shown, is provided with a predetermined crack point. After unlocking the upper hinge part 16 by a tearing process, an upper flap part 20 of the hinge flap part 16 fixed to the front hood 12 can pivot relative to a lower flap part 21 articulated on the handlebars 18, 19.

In other words, in an accident situation, the first section or the upper flap part 20 of the hinge flap part 16 can pivot relative to the second section or the lower flap part 21 of the hinge flap part 16 against the pivoting direction in which the handlebar section 21 pivots relative to the lower hinge part 14 when the hinge 10 is set up.

In order to enable the opening movement of the front hood 12 even more smoothly in an accident situation 15, the locking bar 17 is moved from the one in the 1 until 3 Rotary latch of the front hood lock, not shown, is fixed with play, such that the front hood 12 moves out of its position according to the positioning movement 1 into the position according to the 3 carries out a pivoting about a pivot axis that can be moved slightly in the direction of travel X or against the direction X. In this way, the hinge can be prevented from getting caught and greater construction and assembly tolerances can be achieved.

• 4 zeigt in einer zu den 1 bis 3 spiegelverkehrten, vergrößerten Darstellung zunächst den grundsätzlichen Aufbau des erfindungsgemäßen Scharniers 10 mit karosserieseitig festgelegter Befestigungskonsole 14 sowie verriegeltem Scharnierklappenteil 16.

With reference to the 4 until 17 The following will now be discussed in more detail about the deployment movement of the hinge 10 in an accident situation:

• 4 shows in one to the 1 until 3 Mirror-inverted, enlarged representation first shows the basic structure of the hinge 10 according to the invention with the fastening bracket 14 fixed on the body side and the locked hinge flap part 16.

The hinged flap part 16 consists of the lower flap part 21 and the upper flap part 20, these being pivotally secured to one another in particular via a pivot axis 22.

With regard to the hinge flap part 16, a further pivot axis 24 is provided at its end 23 opposite the pivot axis 22 and at the rear in the direction of travel, via which the hinge flap part 16 is arranged in an articulated manner on the console 14 via the handlebar 19.

The second handlebar 18 is in 4 only shown hidden, but is articulated to the hinge flap part 16 via the pivot axis 25. This one in 4 The unrecognizable handlebar 18 is articulated on the body on a console-side pivot axis 26 and the handlebar 19 is there on a pivot axis 27.

In this sense, the pivot axes 24, 25, 26 and 27 form the four-bar linkage of the present hinge 10.

In the area of the fastening console 14 there is also a pyrotechnic actuator 28 arranged, which can either be fixed directly to the console 14 or at least arranged in its vicinity can. In 4 an actuator head 29 of the actuator 28 has not yet been extended.

That regarding 4 The upper end of the actuator 28 is obviously assigned to a locking device 30 of the hinge 10, which essentially comprises a locking element 31. In the present exemplary embodiment, the locking element 31 is designed as a one-piece, cohesive sheet metal part and is attached to the upper flap part 20 via two fastening points. For this purpose, the locking element 31 is penetrated in a first elongated hole 32 by a bolt 33 of the upper flap part 20. Since the bolt 33 is mushroom-shaped in cross section, in 4 to see the top view of the mushroom head.

In a second fastening point, a screw 34 passes through a second elongated hole 35 of the locking element 31 (this second elongated hole in 4 but is not recognizable). The screw 34 is also attached to section 20.

While the first elongated hole 32 is assigned to a main body section 36 of the locking element 31, the screw 34 and second elongated hole 35 are assigned to a secondary body section 37 of the locking element 31. This secondary body section 37 consists mainly of a loop-shaped or ring-shaped body section embossed through the second elongated hole 35.

The main body section 36 and the secondary body section 37 are separated from one another by a predetermined crack point 38, but are of course still formed in one piece before the predetermined crack point 38 tears. The predetermined crack point 38 can essentially be formed in this area by embossing and/or flattening the locking element 31.

With regard to the screw 34, it should also be noted that it naturally also has a substantially mushroom-shaped structure, with the mushroom-shaped screw head being shown in plan view in FIG.

The main body section 36 of the locking element 31 has a rear nose 39 assigned to the actuator 28, which provides the actuating surface 40 for the actuator 28 or the actuator head 29, not shown in the figures.

At its end facing away from the nose 39 and adjacent to the predetermined crack point 38, the main body section 36 of the locking element 31 further has a support arm 41, which is relative to it 4 Upper side has a support surface 42 for cooperation with a bolt-shaped holding element 43. This holding element 43 is firmly arranged on the lower flap part 21 (not as with bolts 33 and 34 on the upper flap part 20, but rather). The holding element 43 pushes through an insertion mouth 44 provided in the upper flap part 20 (which in 4 but is only hinted at in relation to 13 until 17 but will be explained in more detail later).

In addition to the insertion mouth 44, the upper hinge part 20 has a retaining web 45, on which 4 at the bottom one regarding 4 a locking surface 46 projecting into the plane of the figure is arranged.

Finally it's in 4 another one regarding 4 A stop bolt 47 is indicated which extends concealed into the plane of the figure and is fixedly arranged on the upper flap part 20 and is inserted into an in 4 The not yet recognizable stop hole 48 of the lower flap part 21 intervenes in order to limit the unfolding of the two flap sections 20 and 21 in a manner described later.

Finally, be re 4 noted that the nose 39 of the locking element 31 in the position shown passes through a fork-shaped drive arm 49 which projects from the lower flap part 21, the underside of which provides a second driving surface 50, the actuating surface 40 of the locking element also being referred to as the first driving surface.

4 represents a locked position of the locking device 30 with the vehicle hood (not shown) closed, as essentially 1 corresponds. During normal operation, the vehicle hood, not shown, could be related 4 So pivot it together with the locked hinge flap part 16 counterclockwise into a service position.

In an accident situation, the actuator element 28 can be identified 5 be activated, for example due to a signal from sensors, not shown, in the front area of the vehicle. In this case, as shown, the actuator head 29 extends from the rest of the actuator 28 and hits the in 5 Covered actuation surface 40 of the locking element 31. This actuation leads to a tearing of the predetermined crack point 38, as in 5 shown.

• Diese Figuren stellen dabei einen vergrößerten, schematischen Bereich des Scharniers 10 im Bereich des Riegelelementes 31 dar.

In order to illustrate the tearing of the predetermined crack point 38 and the associated movement of the locking element 31, an excursion should be made at this point to the sequence of figures 13 until 17 to get expelled:

• These figures represent an enlarged, schematic area of the hinge 10 in the area of the locking element 31.

13 corresponds in particular to a position of the hinge 10 and the locking element 31 4 .

Regarding the 13 until 17 but it should be noted beforehand that in particular the mushroom heads of the bolt 33 and the screw 34 are shown in the for reasons of clarity 13 until 17 were omitted. In addition, in the 13 until 17 only the actuator head 29 of the actuator 28 is shown. In this respect, the sequence of figures can also be described as partially transparent.

In the enlarged view according to 13 It becomes particularly clear that the bolt-shaped holding element 43 actually lies in an insertion mouth 44 of the upper hinge part 20 or pushes through it.

The predetermined crack point 38 is in 13 Naturally not yet torn because the actuator head 29 has not yet moved because the actuator 28 has not yet been activated.

14 until 16 represent intermediate positions in chronological order as a transition between the 4 and 5 or the 13 and 17 represents.

14 It can be seen here that the actuator element 28 has obviously been activated and the actuator head 29 has extended so far in the arrow or extension direction A that it has just contacted the actuating surface 40 of the nose 39 of the locking element 31. Due to this slight contact, it can also be seen that the main body section 36 has deformed slightly due to the support of the support surface 42 on the bolt-like holding element 43, which has already led to a certain tearing of the predetermined crack point 38. During this deformation, the main body section 36 has deformed slightly in the installation direction A and in this respect an upper inner edge 52 of the elongated hole 32 has already been slightly spaced from the bolt 33.

Already 14 The translation of the existing lever mechanism makes this clear: This is how it is 14 a first virtual lever is shown, which is designated H ₁ (between the predetermined crack point 38 and the support surface 42). Furthermore, a second virtual lever H ₂ is shown between the support surface 42 and the actuation surface 40. The 14 It can be seen here that the virtual lever H ₁ is shorter than the lever H ₂ . This ensures a certain translation of the actuator force, with the force being fed in via the long lever H ₂ and the tearing force being transmitted to the predetermined crack point 38 via the short lever H ₁ .

15 then shows a position in which the predetermined crack point 38 has just completely torn. The actuator head 29 has moved a little further in the direction of extension A, as has the nose 39 and the edge 52 has moved a little further away from the bolt 33.

The same essentially applies to the 16

According to 17 , which is essentially the 5 corresponds, the actuator head 29 is now extended to such an extent that the holding surface 42 is covered by the drive arm 49 of the lower flap part 21 and the actuator 28 or the actuator head 29 now abuts against the second driving surface 50, which raises the hinge flap part 16 (further). The hinge flap part 16 can now only begin the lifting process or, alternatively, it can already have been raised somewhat (in particular due to the force transmission via the locking element 31 and the holding element 43).

17 further shows that the bolt 33 now comes to a lower edge 53 of the elongated hole 32, whereby this support of the lower edge 53 on the bolt 33 now means a pivoting movement of the main body section 36 of the locking element 31 with respect to 17 counterclockwise can begin, whereby the support surface 42 of the support arm 41 can now oppose or move away from the holding element 43.

This is in 5 obviously already hinted at.

This pivoting movement of the main body section 36 of the locking element 31 around the bolt 33 in the counterclockwise direction becomes clear, especially when looking at the 6 , in which in particular the actuation surface 40 is clearly spaced from the actuator head 29. Rather, the actuator head 29 lies against the second driving surface 50 of the driving arm 49, which leads to the hood being set up and in particular the “scissors” being opened between the lower flap part 21 and the upper flap part 20. The four-bar linkage is thus raised, which in particular also results in a pivoting of the handlebar 19 shown 6 clockwise.

The installation process is clearly taking place 7 continued, with the main body section 36 of the locking element 31 sinking over the bolt 33 due to the elongated hole 32 (relative to section 20).

7 also makes it clear that the locking surface 46 of the retaining web 45 of the upper flap part 20 in the transition between the 6 and 7 was deflected and by one on the flaps lower part 21 arranged contact surface 54 is deflected onto the lower flap part 21. It can therefore move over the lower flap part 21 with respect to the figures upwards (or in the installation direction U) in the deflected state.

This process of driving over the locking surface 46 of the retaining web 45 continues 8th continued, with the sequence of figures 7 and I also allowing for the first time a view of the above-mentioned elongated stop hole 48 in the lower flap part 21, into which the stop bolt 47 of the upper flap part 20 engages.

Also shows 8th for the first time the handlebar 18 between the pivot axes 25 and 26.

According to 9 The pivoting between the upper flap part 20 and the lower flap part 21 continues, with the actuator head 29 still resting on the second driving surface 50, which also means that the section 21 continues to be set up.

Evidently 10 the actuator 28 reaches its end position, whereby the actuator head 29 can no longer be extended any further and assumes its maximum extended position.

Due to the momentum provided by the actuator element 28, the two sections 20 and 21 of the hinge flap part 16 continue to open until according to 11 the stop bolt 47 strikes an upper stop edge, not shown, of the stop hole 48.

The hinge 10 has according to 11 reaches its maximum raised position, in which the hinge flap part 16 or the lower flap part 21 or the second driving surface 50 are spaced from the actuator 28 or the actuator head 29 and the bolt 47 strikes in the elongated hole 48. The hood has now reached its highest point. The same applies to an exemplary measuring point M on the upper edge of the upper flap part 20.

Due to the slightly elastic system, it is evident 12 to pivot the entire hinge flap part 16 back towards the actuator 28 or the actuator head 29 until the lower flap part 21 abuts the actuator head 29 again. In addition, due to the rebound, the “scissors” close to a certain extent, i.e. the upper flap part 20 pivots back relative to the lower flap part 21 around the pivot axis 22.

However, the “scissors” cannot close, as can be seen 12 the locking surface 46 of the retaining web 45 abuts against the (cantilevered) upper edge 55 of the lower flap part 21. In this sense, the retaining mechanism 45, 46, 55 prevents the measuring point M or the front hood from sinking further. This rebound can also be described schematically 18 removed, where the height of the measuring point M is plotted against time. According to 12 The hood therefore has a minimum height h _min , which can be specified by law (although in an accident situation the hood must not fall below this height value h _min ).

Evidently 18 decreases following the rebound 12 also detect a certain “anti-rebound”, whereby the entire system or hinge 10 can oscillate somewhat in order to be able to level off at the specified height value h _min .

• So kann zunächst das noch vollständige Riegelelement 31 an das Klappenoberteil 20 angelegt werden und beispielsweise über einen noch nicht ausgeformten Bolzen 33 überhängt werden. Der Bolzen 33 kann dann nietartig zu einem Pilzkopf hin verformt werden, so dass das Riegelelement 31 unverlierbar an dem Bolzen 33 angeordnet ist. Anschließend kann die Schraube 34 das Langloch 35 lose durchstecken. Anschließend kann das Riegelelement 31 bezüglich 13 nach links, also in Montagerichtung M, entgegen der Fahrtrichtung X, verschoben werden, bis die Stützfläche 42 auf das bolzenartige Halteelement 43 aufläuft. Hierbei kommt es zu einer Verkeilung des gesamten Riegelelementes zwischen Klappenoberteil 20 und Klappenunterteil 21, wobei das Klappenoberteil 20 und das Klappenunterteil 21 aufgrund dieser Montagebewegung in Montagerichtung M verkeilt werden. Dies unterdrückt insbesondere ein Klappern zwischen dem Klappenoberteil 20 und dem Klappenunterteil 21.

Finally, based on the 13 the assembly process of the locking element 31 is explained:

• The still complete locking element 31 can first be placed on the upper flap part 20 and, for example, can be hung over a bolt 33 that has not yet been formed. The bolt 33 can then be deformed like a rivet into a mushroom head, so that the locking element 31 is captively arranged on the bolt 33. The screw 34 can then loosely push through the elongated hole 35. The locking element 31 can then be used with respect to 13 to the left, i.e. in the assembly direction M, opposite to the direction of travel X, until the support surface 42 comes into contact with the bolt-like holding element 43. This results in a wedging of the entire locking element between the upper flap part 20 and the lower flap part 21, with the upper flap part 20 and the lower flap part 21 being wedged in the assembly direction M due to this assembly movement. This particularly suppresses rattling between the upper flap part 20 and the lower flap part 21.

Claims (9)

Vehicle hinge (10) for lifting a vehicle hood (12) in an accident situation, comprising a hinge fastening (14) fixed on the body side and a hinge flap part (16) fastened on the hood side, the hinge fastening (14) and the hinge flap part (16) being connected to one another in an articulated manner, the hinge flap part (16) has two sections (20, 21) which can be pivoted relative to one another in the accident situation and which are locked to one another with a locking device (30), and wherein the locking device (30) comprises a locking element (31) which has an actuating surface (40) for has an actuator (28) activated in the accident situation, characterized in that the locking device (30) also has a predetermined crack point (38) for unlocking the two sections (20, 21) by tearing this predetermined crack point (38) when the locking element (31) is actuated by the actuator (28). Vehicle hinge (10) for lifting a vehicle hood (12) in an accident situation, comprising a hinge fastening (14) fixed on the body side and a hinge flap part (16) fastened on the hood side, the hinge fastening (14) and the hinge flap part (16) being connected to one another in an articulated manner, and wherein the Hinge flap part (16) has two sections (20, 21) which can be pivoted relative to one another in the accident situation and which are locked together by a locking device (30), characterized in that the two sections (20, 21) which can be pivoted relative to one another in the accident situation have a stopping mechanism (45, 46, 55) is assigned, which prevents the two sections (20, 21) from being completely pivoted back or closed relative to one another after they have been pivoted apart in the accident situation, the receiving mechanism (45, 46, 55) being on a deflectable arm ( 45) has a locking surface (46) arranged on one of the two sections (20), which deflects over the section (21) on which it is not arranged when the two sections (20, 21) are opened, and snaps into place after the sweep is completed . Vehicle hinge (10). Claim 2 , characterized in that the stopping mechanism (45, 46, 55) has a deflectable locking surface (46) which is fixedly arranged on the upper flap part (20) and which is provided by a cantilevered region of the section (20). Vehicle hinge (10) according to one of the preceding claims, characterized in that the actuation surface (40) is assigned as the first driving surface, a second driving surface (50) of one of the sections, in particular of the lower flap part (21), which is also of the in the accident situation activated actuator (28) can be actuated. Vehicle hinge (10) according to one of the preceding claims, characterized in that the locking element (31) is attached to the section of the hinge flap part (16) designed as an upper flap part (20). Vehicle hinge (10) according to one of the preceding claims, characterized in that the locking element (31) has at least two fastening points (33, 34) on the section (20) of the hinge flap part (16) to which it is fastened. Vehicle hinge (10) according to one of the preceding claims, characterized in that at least one elongated hole (32, 35) is assigned to the locking element (31) for its attachment to a section (20, 21) of the hinge flap part (16). Vehicle hinge (10) according to one of the preceding claims, characterized in that the locking element (31) attached to a first section (20) of the hinge flap part (16) has a support surface (42) with which the locking element (31) moves when acted upon can support the activated actuator (28) on a holding element (43) of the other section (21) to tear the predetermined crack point (38). Vehicle hinge (10). Claim 8 , characterized in that the distance (H ₁ ) between the support surface (42) and the predetermined crack point (38) is smaller than the distance (H ₂ ) between the support surface (42) and the actuation surface (40).

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