Description of invention

The invention relates to an arrangement for lifting of the hood or bonnet of a vehicle in order to provide protection for a pedestrian hit by the vehicle.

It has been observed that if a motor vehicle hit a

pedestrian will the bumper of the vehicle often strike the legs or lower torso of the pedestrian. Hence, the legs of the pedestrian will normally be pushed in the direction of travel of the vehicle and the head and upper torso will normally be tilted towards the hood and windscreen of the vehicle. This tilting movement often causes the head or upper torso of the pedestrian to first make contact with the hood and thereafter, if the impact force from the hit is strong enough and the vehicle continues forward, also reach the windscreen.

In order to minimize the damages of the pedestrian caused from such an impact as described above, it has been

proposed to use some kind of hood lifting arrangements. These arrangements are generally constructed such that the rear part of the hood, i.e. the part closest to the

windscreen, is lifted. Such arrangements are for example disclosed in WO 2007/067 121 and EP 2 256 007. The hood will in general provide an efficient, flexible impact energy absorbing structure in the case when a vehicle hit a pedestrian. However, if the hood not is lifted, there is a higher risk that the hood will be deformed to such an extent that hard, non-flexible parts beneath the hood, e.g. an engine block, make contact with the hood and an

undesired, stiff impact may be the result from the

collision between the pedestrian and the vehicle. In addition, the raising of the rear part of the hood will make the surface of the hood further inclined and

contributing to a reduced speed of a body moving towards the windshield and a less acute angle between the wind shield and the hood which also contributes to a less severe condition for a person being hit by a vehicle. Hence, the use of an active safety arrangement for lifting the hood contributes significantly to reduce the risk of damages for a person being hit by a vehicle. Even though the above described prior art provides an enhanced safety for a pedestrian hit by a vehicle, there may still be improvements in the lifting arrangement in order to further improve the performance of the active safety arrangement for lifting the hood. The present invention seeks to provide such an improved hood lifting arrangement .

The present invention is in particular directed to a bracket arrangement to be used as a hood lifting mechanism in a pedestrian safety arrangement in order to lift the rear part of a vehicle hood. The bracket arrangement is thus intended to form part of some kind of collision detection system and connected to an actuator which is activated in response to signals from the collision

detection system in order to provide for lifting of the hood.

The bracket arrangement according to the invention is intended to be used as a part of a hood hinge arrangement for a vehicle. During normal circumstances will the bracket arrangement form the chassis mounted part of the hood hinge, i.e. the hood will have a pivotal attachment to the bracket arrangement which thus will work as an ordinary hinge arm in the hinge used for opening of the hood for access to the engine.

The bracket arrangement itself comprises a first bracket and a second bracket which will be referred to as a hood bracket and chassis bracket due to their intended use when mounted to a vehicle. These brackets are attached to each other by a first bracket attachment, forming a pivotal joint, and a second bracket attachment which may be

released. The hood bracket and the chassis bracket thus forms a hinge which may be allowed to pivot or locked from pivoting. For clarity reasons will the ends of the hood and chassis brackets which are closer to the first (pivot) bracket attachment be referred to as first ends of the respective brackets while the other ends of the brackets will be referred to as second ends. During normal

circumstances, or normal use, is the second bracket

attachment locked to prevent the hood bracket and chassis bracket to pivot relative each other around the first bracket attachment. This mode, when the first bracket attachment is locked from being able to pivot by the second bracket attachment, will in the following be referred to as the first, closed mode (I) of the bracket arrangement. The bracket arrangement may also be in a second, open mode (II) in which the second bracket attachment is released thus allowing the hood bracket and chassis bracket to pivot around the first bracket attachment and spread their second ends relative each other such that an angle alpha between the hood bracket and chassis brackets is larger than when the bracket arrangement is in its first, closed mode. In most cases will the hood bracket and chassis bracket be essentially parallel such that the angle alpha is zero or close to zero when the bracket arrangement is in its first, closed mode ( I ) .

The bracket arrangement further comprises a crossbar connecting the hood bracket and chassis bracket. The crossbar is attached to the hood bracket by a first

crossbar attachment located closer to a first end of the crossbar than a second crossbar attachment being attached to the chassis bracket. In general, the first crossbar attachment is located at or close to the first end of the crossbar and the second crossbar attachment is located at or close to the second end of the crossbar. The bracket arrangement is normally designed such that also the

crossbar is essentially parallel to the hood bracket and chassis bracket when the bracket arrangement is in its first, closed mode.

By designing the hood bracket, chassis bracket and crossbar and their attachments in certain ways may it be possible to achieve a bracket arrangement which is compact and having a reliable function concerning the change from its first, closed mode (I) to its second, open mode (II) . In order to accomplish these desires has the present arrangement been designed to provide a release function, i.e. release of the second bracket attachment to allow the hood bracket and chassis bracket to pivot relative each other, and pivoting function, i.e. to cause the second ends of the hood bracket and chassis bracket to spread from each other, caused by the movement of the crossbar. Since the bracket arrangement described herein is based on the idea that the crossbar is intended to spread the hood bracket and chassis bracket and cause a vehicle hood to raise is it desired to also include the function of using the movement of the crossbar to release the bracket arrangement from its closed, first mode (I) . If the releasing and raising operation is triggered and caused by the same function there is no risk for time discrepancies between these functions such that the

arrangement not will work when a safety system triggers a desired lifting operation of a vehicle hood in an accident.

The bracket arrangement is therefore designed such that the first and second crossbar attachment are configured to allow the crossbar to move relative the hood bracket and chassis bracket while said crossbar attachments are

maintained. The bracket arrangement is further designed such that the second bracket attachment is released by the movement of the crossbar. The hood bracket and chassis bracket may thus pivot relative each other around said first bracket attachment while said crossbar forms a stabiliser between the hood bracket and chassis bracket. Hence, the movement of the crossbar from a first position to a second position will cause the bracket arrangement to change from its first, closed mode (I) to its second, open mode (II) . This is made by activating an actuator connected to the bracket arrangement which forces the cross bar to move. The actuator may be mechanical, hydraulic,

pneumatic, a pyrotechnic charge electromechanical or any kind of actuator suitable for causing a movement of the crossbar relative the brackets. The above features may be achieved in numerous ways whereof a few examples will be given below. What is essential is that the crossbar is attached in such a way that it is allowed to move by an actuator in a direction causing a release of the arrangement such that the brackets may pivot relative each other and spread in order to provide a lifting action for a hood. Such attachments may for example ben made by slot and pin arrangements. By slot is in this context included thoroughgoing holes as well as different kinds of guide rails and by pin is meant any protruding device intended to fit in the slot. Hence, the design and shape may vary within the scope of invention. The design of the slots and pins may for example be made such that the release mechanism also works to induce a pivoting movement of the hood bracket and chassis bracket.

In order to be able to design a bracket arrangement which work reliably could it be beneficial if a single actuator may influence the bracket arrangement at the same

attachment point and working in the same direction for both the release function and raising function.

In a specific embodiment is the crossbar caused to

initially perform an essentially translational movement relative the hood bracket and chassis bracket along the longitudinal extension of the bracket arrangement (i.e. parallel to the chassis bracket) in order to release the second bracket attachment. Thereafter, when the second bracket attachment is released, is the first crossbar attachment (between the crossbar and the hood bracket) prevented from performing any further translational

movement in the same direction whereby a continued force working in the same direction will cause the second

crossbar attachment to be further translated along the chassis bracket while the now fixed (but pivotable) first crossbar attachment will cause the hood bracket and the chassis bracket to spread and pivot around the first bracket attachment so as to provide a lifting action of an attached hood. Hence, the pivotal motion is induced by restricting the translational movement of the first

crossbar attachment along the hood bracket while allowing a continued translational movement of the second crossbar attachment along the chassis bracket.

The bracket arrangement is in general intended to work as an attachment point or fixation for a vehicle hood and thus being a part of a hood hinge arrangement. It is thus also in general desirable to design the bracket arrangement to be compact when it is in its first, closed mode (I) and the hood bracket and chassis bracket may thus be essentially parallel to each other such that an angle alpha between said brackets is less than 10 degrees, preferably close to zero. However, a small angle may be desirable in order to initiate a pivotal movement around the second bracket attachment when the safety arrangement is activated and an actuator causes the bracket arrangement to change from its closed, first mode (I) to its second, open mode (II) .

The bracket arrangement may further be designed to include an actuator in order to change the mode of the bracket arrangement from the first, closed mode (I) to the second, open mode (II) . In order to work properly should the actuator be designed to cause the second crossbar

attachment to move along the longitudinal extension of the chassis bracket, e.g. by being connected at or close to the second crossbar attachment usually placed near the second end of the crossbar. At the same time will the attachment point for the first crossbar attachment on the hood bracket be restricted from moving freely along the hood bracket. The restricted translational movement along the hood bracket will cause the crossbar to pivot which in turn will cause a pivotal movement of the hood bracket relative the chassis bracket around the first bracket attachment. The crossbar will thus cause the hood bracket and chassis bracket to spread and provide a raising action of the hood bracket and, if mounted to a vehicle, an attached hood.

The attachments described herein which shall be able to provide a translational sliding movement of the attachment point (and in most cases also a pivotal possibility) may be made as "slot and pin"-attachments . In this context is the word slot intended to include thoroughgoing holes,

indentations or guide rails which forms a structural element in which a pin may be fitted to be used as an attachment arrangement. By pin is meant to include any protrusion suitable to serve as an attachment device in the slot. By pin is also meant to include a pin having a longitudinal extension such that a rail-shaped protruding structure is included by the expression pin. Hence, the first crossbar attachment may thus be made as a "slot and pin"-attachment . According to one embodiment is the first crossbar attachment designed to include a slot in the hood bracket, a first hood bracket slot, and a pin attached to the crossbar, a first crossbar pin. The arrangement could of course also be the other way around, i.e. a pin attached to the hood bracket and a slot in the crossbar .

Also the second crossbar attachment may be made as a "slot and pin"-attachment . According to one embodiment is the second crossbar attachment designed to include a slot in the chassis bracket, a chassis bracket slot, and a pin attached to the crossbar, a second crossbar pin. The arrangement could of course also be the other way around, e.g. a pin, such as an oblong pin forming a rail, attached to the chassis bracket and a slot in the crossbar. The bracket arrangement may comprise still further "slot and pin"-attachment such as the second bracket attachment. According to one embodiment is the second bracket

attachment made by a slot in the hood bracket, e.g. a second hood bracket slot, and a pin connected to the crossbar. The hood bracket slot used for the second bracket attachment is provided with a detach opening in order to allow the second bracket attachment to detach when the crossbar is moved to change the bracket arrangement from its first, closed mode (I) to its second open mode (II) .

According to one embodiment is the pin connected to the crossbar and used for the second bracket attachment, the same second crossbar pin used for the second crossbar attachment . The function of the bracket arrangement in order to change its mode from the first, closed mode (I) to the second, open mode (II) will now be explained in general terms. The bracket arrangement will in general form a compact

configuration when it is in its first, closed mode (I) and in most cases is it desired that the brackets and crossbar are essentially parallel in this mode. When the bracket arrangement is in its second, open mode (II) is the second bracket attachment released while the hood and chassis brackets have pivoted around the first bracket attachment wherein said crossbar forms a stabiliser between the hood bracket and chassis bracket. In order to activate the bracket arrangement and function as its intended use as a hood lifter, is it thus needed to provide a release of the locking of the bracket in the first, closed mode (I) and also to provide a spreading action of the hood and chassis brackets. This may thus be achieved by designing the attachments in the bracket arrangement such that they allow an essentially translational movement of the crossbar relative the hood and chassis brackets, e.g. an actuator causing a relative, translational movement of the crossbar in a direction parallel to the chassis bracket, whereby said movement causes the attachment points of the first and second crossbar attachments to be moved while maintaining these attachments and causing the second bracket attachment to be released. The attachments are preferably of the "slot and pin"-kind and the release of the second bracket

attachment is preferably due to the disengagement of a pin moving through a detach opening in a slot of the

attachment. The arrangement may be designed such that while releasing the second bracket attachment may there also be an induced turning motion at the first bracket attachment. The bracket arrangement may further be designed such that further translational movement is prevented for one of the first and second crossbar attachment points while the other one is allowed to continue to move. A continued

translational movement of an actuator will thus cause a translational movement of one of the crossbar attachment points while the other is translationally fixed (but allowed to pivot) and thus also cause the hood and chassis brackets to spread and pivot at the first bracket

attachment . The above described arrangement may be exemplified by a hood bracket comprising two slots, one for a cross bar attachment (earlier referred to as the first crossbar attachment) and another one for a releasable bracket attachment (earlier referred to as the second bracket attachment) and a chassis bracket comprising a chassis slot. These slots form attachments with corresponding pins attached to the crossbar. The slots and pins are designed to allow the crossbar to move in a direction essentially parallel to the longitudinal extension of the chassis bracket. While performing this movement will the releasable bracket attachment be released while a pin slips out of contact through a detachment opening. This slot may be slightly curved and having a bend, alternatively being straight but angled relative the extension direction of the hood bracket, such that a pivotal motion is induced before the attachment is released. A pin used in the other hood bracket slot for the attachment of the cross bar will reach an endpoint more or less simultaneously as the releasable bracket attachment is released. The reaching of the

endpoint of the pin connected to the other hood bracket slot will prevent further straight translational movement of the cross bar. However, the chassis slot is configured to allow further translational movement of the attachment point for the pin connected thereto such that a continued movement of this attachment point in the same translational direction will cause a rotational movement of the hood bracket relative the chassis bracket around a rotational centre at the first bracket attachment. This rotational movement will continue until the translational movement of the crossbar attachment to the chassis bracket stops, e.g. when the cross bar attachment point has reached an end point in the chassis slot. The crossbar will thus cause the hood bracket to turn and rise while it also forms a

stabiliser between the hood and chassis brackets when the bracket arrangement is in its second, open mode (II) .

Since the bracket arrangement is intended to be used as a hood lifting arrangement may it be provided with a hood attachment point. The hood bracket may be an attachment point for a hinge used for opening the hood for service of the engine or the like services when it is desired to get access to the engine room. The attachment point may be located at or close to the second hood bracket end, distally from the first bracket attachment, and is normally located close to the first end of the hood bracket.

The bracket arrangement may also be designed such that if a chassis slot is used for attaching the crossbar to the chassis bracket may the chassis slot be provided with an indentation defining an end position. Alternatively, the chassis slot may be provided with several return stop indentations, e.g. by having a saw-tooth or wave shaped contour. This design will prevent a pin attached to the crossbar, and thus the crossbar, from sliding back such that the bracket arrangement undesirably will return to its first, closed mode (I) . The feature of having several stop positions may be useful in case the bracket arrangement not is fully raised before there is a large counter force working in the other direction to close the bracket, e.g. if a person hits a vehicle hood wherein the bracket

arrangement is used. This arrangement will thus help in preventing a not fully raised vehicle hood from being forced back to its original position.

The bracket arrangement may be designed in different ways. According to a first design embodiment is the first

crossbar attachment located closer to the first end of the hood bracket than said second bracket attachment. In this first design embodiment is the bracket arrangement designed to change from its first, closed mode (I) to its second, open mode (II) by moving the second cross bar attachment along the chassis bracket in a direction towards its first end. This movement will cause the second bracket attachment to be released and raising the crossbar to provide a spreading of the hood bracket relative the chassis bracket by causing said brackets to pivot relative each other around said first bracket attachment.

According to a second design embodiment is the first crossbar attachment located closer the second end of the hood bracket than said second bracket attachment. In this second design embodiment is the bracket arrangement

designed to change from its first, closed mode (I) to its second, open mode (II) by moving the second cross bar attachment along the chassis bracket in a direction towards its second end. This movement will cause the second bracket attachment to be released and raising the crossbar to provide a spreading of the hood bracket relative the chassis bracket by causing said brackets to pivot relative each other around said first bracket attachment.

In both these embodiments is there intended to be an actuator which during at least a part of the activation time pulls or pushes the second cross bar attachment along the chassis bracket while the first cross bar attachment point on the hood bracket is kept essentially fixed such that the pivoting motion around the first bracket

attachment is achieved. Hence, in these cases is it used a cross bar attachment to the chassis bracket (second cross bar attachment) allowing a longer translational movement of the attachment point than a cross bar attachment to the hood (first cross bar attachment) .

The same effect could be achieved, i.e. a pivoting motion around the first bracket attachment, if an actuator pushes the first cross bar attachment point on the hood bracket along the hood bracket while the second cross bar

attachment point on the chassis bracket is kept essentially fixed. However, due to the movement of the hood bracket relative the chassis bracket which causes a movement of the hood relative the chassis when the bracket arrangement is mounted to a vehicle, would such an arrangement imply the use of an actuator which will provide a force along the extension direction of the hood bracket. In general is this arrangement more difficult to use due to mounting

difficulties but such an arrangement could of course also be possible. However, if such a solution is desired for the present bracket arrangement would the only thing needed to be done to switch the mounting of the bracket arrangement such that the chassis bracket is mounted to the hood and the hood bracket to the chassis.

The invention is also related to a vehicle comprising a bracket arrangement as described herein. As disclosed above, the bracket arrangement is intended to be connected to an actuator which for mounting reasons often is

preferred to be mounted to the chassis, indirectly or directly. The actuator may thus be kept in in the same position relative the chassis while the hood moves. It is in these cases often desired that the bracket arrangement is mounted to the vehicle such that the hood bracket is mounted to the hood and the chassis bracket is mounted to the chassis in order to allow the actuator to continue to provide the force in one and same desired direction all the way .

In order to allow the hood to be lifted should thus the bracket arrangement be part of the hood hinge, i.e. where the hood is connected to the chassis, which is used for opening the hood during normal use for inspection or service of the engine or other parts comprised in the engine compartment . The bracket arrangement is intended to form part of a pedestrian safety system for lifting the hood in order to avoid or reduce damages to a person hit by a vehicle. The safety system should thus in this case be connected to some kind of sensor system which detects a collision or an upcoming collision with a pedestrian and thus activates the actuator connected to the bracket arrangement in order to lift the hood when the criteria indicating a pedestrian collision are fulfilled. FIGURE 1 shows an isometric view of a vehicle provided with a bracket arrangement for lifting of a hood disclosing a first, closed mode (I) when hood lifter not is activated (fig. la) and a second, open mode (II) when the hood lifter has been activated (fig. lb)

FIGURE 2 shows a schematic side view of the hood lifting bracket arrangement and a vehicle hood in a first, closed mode (I) before it is activated (fig. 2a) and a second, open mode (II) when the hood has been lifted by the bracket arrangement

(fig. 2b)

FIGURE 3 discloses an isometric view of a first embodiment of the bracket arrangement when it is activated to change state from its first, closed mode (I) (fig- 3a,) to its second, open mode (II) (fig.

3c) via an intermediate state (fig. 3b)

FIGURE 4 discloses an isometric view of a second embodiment of the bracket arrangement when it is activated to change state from its first, closed mode (I) (fig- 4a,) to its second, open mode (II) (fig.

4c) via an intermediate state (fig. 4b) FIGURE 5 is a side view of an alternative solution of a bracket arrangement according to the first embodiment having a final stop indentation

FIGURE 6 is a side view of still another alternative

solution of a bracket arrangement according to the first embodiment having several stop indentations

FIGURE 7 is a side view of an alternative solution of a bracket arrangement according to the first embodiment designed to provide an increased pivotal torque when activated

FIGURE 8 discloses an alternative version of the bracket arrangement according to the first embodiment including an actuator bracket The same reference numbers will be used for the same features in all figures 1 - 8.

Figures 1 and 2 disclose the general purpose of a bracket arrangement 1 according to the invention when mounted to a vehicle 100 to serve as a hood lifter 103. Figure 1 discloses a vehicle 100 comprising a hood 101 and a

windshield 102 and figure 2 discloses a side view of the hood 101 and an attached hood lifter 103. The hood lifter comprises a bracket arrangement 1 and an actuator 104.

Hence, the vehicle 100 in figure 1 has been provided with a hood lifter 103 as disclosed in figure 2. In figure la and 2a is disclosed when the hood lifter 103 is in a first, closed mode (I) before the hood lifter 103 is activated and the hood 101 is thus closed. In figure lb and 2b is shown when the hood lifter 101 has been activated and the hood lifter 103 is in a second, open mode (II) in which the hood 101 has been lifted at its end close to the wind shield 102. The change from the first mode (I) to the second mode has been triggered by some kind of sensor system (not shown) for indicating an upcoming, possible (or actual) collision with a pedestrian. The indication of a pedestrian collision will cause the actuator 104 to be activated and influence the bracket arrangement 1 such that it will change mode from its first, closed mode (I) to its second, open mode (II) and thus cause the hood to be lifted. In figure 3 a-c is disclosed a more detailed view of the bracket arrangement 1 forming part of the hood lifter 103. These figures shows how the bracket arrangement 1 changes from its first, closed mode (I), as shown in figure 3a, to its second, open mode (II) as shown in figure 3c. The bracket arrangement 1 comprises a hood bracket 2, having a first end 2a and a second end 2b, intended to be connected to a hood. The bracket arrangement also comprises a chassis bracket 3, having a first end 3a and a second end 3b, intended to be attached to the chassis of a vehicle. The hood and chassis brackets 2, 3 are attached to each other by a first bracket attachment 6 close to its respective first ends 2a, 3a. The first bracket attachment 6 is a pivot joint. There is also a second bracket attachment 7 which is a releasable joint. When the second bracket attachment 7 is in its locking position are the hood and chassis brackets 2,3 prevented from pivot relative each other at the first bracket attachment 6. There is also a crossbar 4 which is attached close to its first end 4a to the hood bracket 2 by a first crossbar attachment 8. The crossbar 4 is further attached to the chassis bracket 3 close to the second end 4b of the cross bar 4 by a second crossbar attachment 9. An essential part of the arrangement is the function of the attachment and how they are allowed, and restricted, in their movements. The bracket arrangement is intended to be released and cause the hood and chassis brackets 2, 3 to spread due to a relative movement of the crossbar 4 and the chassis bracket 3. Hence, the second bracket attachment 7, the first crossbar attachment 8 and the second crossbar attachment 9 are allowed to move translationally in order to be able to change the mode of the bracket arrangement 1. In this embodiment is this realized for the first crossbar attachment 8 by a first crossbar pin 11 adapted to fit in a first hood bracket slot 10 and for the second crossbar attachment 9 by a second crossbar pin 13 to fit in a chassis bracket slot 12. Also the releasable second bracket attachment 7 is of the "pin and slot "-attachment kind and a second hood bracket slot 14, provided with a release opening 15, is adapted to fit in with the second crossbar pin 13. Hence, in this embodiment is the same second crossbar pin used for both the releasable second bracket attachment 7 and the second crossbar attachment 9.

In figure 3a is the bracket arrangement thus closed and locked in its first, closed mode (I) such that an attached hood may be opened during normal use, e.g. for inspection of the engine, and rotate around a hood attachment point 16 forming part of a hinge. The above mentioned slots 10, 12, 14 and pins 11,13 are arranged and designed such that the crossbar 4 may be moved from its position when the bracket arrangement 1 is in its first, closed mode (I), as

disclosed in figure 3a, towards the first end of the chassis bracket 3 in case a hood lifting action is desired. The crossbar 4 is allowed to move essentially

translationally relative the chassis bracket 3 until the first crossbar pin 11 come to an end of the first hood bracket slot 10. During this movement will the second bracket attachment 7 be released due to the movement causing the second crossbar pin 13 to enter through the release opening 15 in the second hood bracket slot 14 as shown in figure 3b. The second bracket slot 14 is slightly curved (alternatively being straight but having at least a portion being angled relative the longitudinal extension direction of the crossbar 4) such that its shape will induce a pivotal movement of the hood and chassis brackets 2, 3 around the first bracket attachment 6. This pivotal movement will thus cause the hood bracket 2 and the chassis bracket 3 to not be aligned with each other and the angle alpha (see figure 2b) between the brackets is increased to be above zero. When the first crossbar pin 11 has reached the end of the first hood bracket slot 10 is it restricted from further translational movement and a continued force in the same direction, i.e. towards the first end 3a of the chassis bracket 3, working on the second crossbar pin 13 will induce a pivotal movement of the brackets 2, 3 around the first bracket attachment 6. In order to work properly is it necessary that the angle alpha between the hood bracket 2 and the chassis bracket 3 is increased above zero before a continued force from an actuator working on the second crossbar pin 13 may cause a continued pivotal motion of the hood bracket 2 relative the chassis bracket 3. The movement of the crossbar 4 from its position described in figure 3a to the position described in figure 3b will thus serve to release the second bracket attachment 7 as well as to cause the hood and chassis brackets 2, 3 to pivot around the first bracket attachment 6 to a position enabling further pivotal motion from a continued force in the same direction. Hence, from the position described in figure 3b will a continued movement of the second crossbar pin 13 in the same direction cause a continued pivotal motion of the hood bracket 2 and the chassis bracket 3. This movement may continue until the second crossbar pin 13 reaches the end of the chassis bracket slot 12. This fully raised second mode (II) position is shown in figure 3c.

In figure 4 is a second embodiment of the invention

disclosed. Figures 4a, 4b and 4c are intended to show stages corresponding to what is disclosed in figures 3a, 3b respectively 3c. Since the same reference numbers is used in these figures as in the previous figures, this

description will only focus on the differences from the disclosure in figure 3.

The bracket arrangement 1 has been changed in that the second hood bracket slot 14 is located closer to the first end 2a of the hood bracket 2 than the first hood bracket slot 10. This change has also implied that the direction of movement of the crossbar 4 for activation of the bracket arrangement 1 has changed. Hence, the crossbar 4 will move in a direction towards the second end 3b of the chassis bracket 3 in order to change the bracket arrangement from its first, closed mode (I) as disclosed in figure 4a, to its second, open mode (II), as disclosed in figure 4c. This change also implies that the first end 4a of the crossbar 4 will be closer to the second end 3b of the chassis bracket 3 in the first, closed mode (I) disclosed in figure 4a contrary to the configuration disclosed in the first embodiment in figure 3a. These changes may of course also imply a relocation and redesign of further elements, e.g. the chassis bracket slot 12 to adapt to the change of activation direction. Otherwise will the bracket arrangement 1 according to the second embodiment disclosed in figures 4a-c work in the same way as disclosed for the first embodiment. A force will act on the crossbar 4 to cause an essentially

translational movement of the crossbar from its first, closed mode (I) as disclosed in figure 4a to release its second bracket attachment 7 and start a pivotal movement of the hood bracket 2 and chassis bracket 3 around the first bracket attachment 6 to a configuration as disclosed in figure 4b. A continued force working on the crossbar 4 in a direction towards the second end 3b of the chassis bracket 3 will cause a translational movement of the first crossbar attachment 8 and a continued rotational movement of the hood bracket 2 relative the chassis bracket 3 such that the bracket arrangement may reach the configuration in figure 4c disclosing a fully open second mode (II) .

The first and second embodiments thus enables the

possibility to locate an actuator 104 designed to provide a pulling force along the longitudinal direction of the chassis bracket 3 working on the cross bar 4 to be either in front of the bracket arrangement 1 (i.e. closer to the front end of a vehicle) as is the case for the first embodiment disclosed in figure 3 or beyond the bracket arrangement (i.e. closer to the back end of the vehicle) as is the case for the second embodiment disclosed in figure 4

In figure 5 is shown a version of the first embodiment which has been modified to provide a stabilized second, open mode (II) for the bracket arrangement 1 showing the hood bracket 2 and chassis bracket 3 being pivoted relative each other to an end position. The chassis bracket slot 12 has in this version been provided with a final stop indentation 17 such that the bracket arrangement not undesirably will return to its closed, first mode (I) .

In figure 6 is shown still another version of the first embodiment which has been modified to provide several stabilized positions for the second, open mode (II) . The chassis bracket slot 12 has in this version been provided with a several stop indentations 18, e.g. by having a saw ^¬ tooth or wave shaped contour, such that the bracket

arrangement not undesirably will return to its closed, first mode (I) . This figure shows the bracket arrangement 1 in the second, open mode wherein the hood bracket 2 and chassis bracket 3 are pivoted relative each other to an intermediate position.

As understood by the disclosure of figure 6 is the

expression second, open mode (II) intended to also include configurations in which the second end 4b of the crossbar 4 not has reached the end position in the chassis bracket slot 12. All the positions defined by the stop indentations 17 in figure 6 are regarded to represent the second, open mode. Hence, by the expression second, open mode (II) is it generally meant to include all configurations between the stage at which the second bracket attachment 7 has been released to the fully open stage as disclosed in figures 3c, 4c and 5. In figure 7 is disclosed still a version of the first embodiment which has been modified to provide further rotational movement at the release of the second bracket attachment 7. In this version has the hood bracket 2 been modified close to the release opening 15 of the second hood bracket slot 14 to include a protrusion or bulge 19. The inclusion of this feature will cause further spreading of the hood bracket 2 and chassis bracket 3 when the second end 4b of the cross bar 4 will continue to move in the direction for changing the mode of the bracket arrangement from its first, closed mode (I) to its second, open mode (II) . Such a feature may be helpful in particular if the movement of the second crossbar pin 13 within the second hood bracket slot 14 is rather short such that the pivotal motion of the hood bracket 2 relative the chassis bracket 3 is rather small before the second bracket attachment 7 is released.

In figure 8 is disclosed a version of the first embodiment in which the bracket arrangement 1 comprises an actuator bracket 5 attached to the second crossbar pin 13. The actuator bracket 5 is meant to be connected to an actuator 104 (see figure 2) in order to provide a force pulling the second crossbar pin 13, and thus the second end 4b of the crossbar 4, towards the first end 3a of the chassis bracket 3 in order to change the bracket arrangement from its first, closed mode (I) to its second, open mode (II) . In the versions described above in association with figures 5-8 shall it be understood that all or some of these versions may be combined with each other. It is also obvious that these modifications also may be made for the second embodiment disclosed in figures 4a-c and modified such that they will adapt to this arrangement, e.g. design the stop indentations 18 such that they will stop movement of the crossbar 4 in the desired direction, locating the bulge 19 at the correct location for providing the desired effect and locate the actuator bracket 5 to pull in the correct direction. The above described embodiments and design versions are only intended to serve as examples and may be modified within the scope of the invention. For example, the

specific arrangement of the hood attachment may be

different, in the figure is the hood attachment point 16 exemplified by a single hole but it could be any kind of attachment feature and it is of course also possible to have a multi pivot point hinge instead of the single hood attachment point 16 disclosed. Still other modifications are to use separate pins for the second bracket attachment 7 and second crossbar attachment 9 instead of the same second crossbar pin 13.

It shall also be understood that even though the above embodiments work well may the skilled person alter the slot and pin arrangement, e.g. could the first bracket

attachment 8 easily be changed such that a pin is attached to the hood bracket 2 instead of the first crossbar pin 11 and a slot is made in the crossbar instead of the first hood bracket slot 10. Also other attachments which allow the same movements for the components of the bracket arrangement 1 may be used.