DE102013012015A1 - Motor vehicle lock - Google Patents

Motor vehicle lock

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Publication number
DE102013012015A1
DE102013012015A1 DE102013012015.2A DE102013012015A DE102013012015A1 DE 102013012015 A1 DE102013012015 A1 DE 102013012015A1 DE 102013012015 A DE102013012015 A DE 102013012015A DE 102013012015 A1 DE102013012015 A1 DE 102013012015A1
Authority
DE
Germany
Prior art keywords
pawl
opening
motor vehicle
vehicle lock
auxiliary
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102013012015.2A
Other languages
German (de)
Inventor
Roman JOSCHKO
Martin Bucheli
Karsten Barth
Serkan Gülkan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Priority to DE102013012015.2A priority Critical patent/DE102013012015A1/en
Publication of DE102013012015A1 publication Critical patent/DE102013012015A1/en
Pending legal-status Critical Current

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Classifications

    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00Vehicle locks characterised by special functions or purposes
    • E05B77/02Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/10Allowing opening in case of deformed bodywork, e.g. by preventing deformation of lock parts
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00Mounting or connecting vehicle locks or parts thereof
    • E05B79/10Connections between movable lock parts
    • E05B79/20Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00Power-actuated vehicle locks
    • E05B81/02Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04Electrical
    • E05B81/06Electrical using rotary motors
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00Power-actuated vehicle locks
    • E05B81/12Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00Power-actuated vehicle locks
    • E05B81/24Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32Details of the actuator transmission
    • E05B81/34Details of the actuator transmission of geared transmissions
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B47/00Operating or controlling locks or other fastening devices by electric or magnetic means
    • E05B47/0001Operating or controlling locks or other fastening devices by electric or magnetic means with electric actuators; Constructional features thereof
    • E05B47/0012Operating or controlling locks or other fastening devices by electric or magnetic means with electric actuators; Constructional features thereof with rotary electromotors
    • E05B2047/0013Operating or controlling locks or other fastening devices by electric or magnetic means with electric actuators; Constructional features thereof with rotary electromotors more than one motor for the same function, e.g. for redundancy or increased power

Abstract

The invention relates to a motor vehicle lock with a latch (1), an associated pawl (2), a main motor (3) for opening the pawl (2) and a flexible traction means (4), the main motor (3) with the pawl (2 ) connects directly or indirectly and from the main motor (3) for opening the pawl (2) is wound up. The invention is characterized in that the motor vehicle lock has an auxiliary motor (11) for opening the pawl (2) and a gear (12) which directly or indirectly connects the auxiliary motor (11) with the pawl (2). The invention further relates to a motor vehicle lock arrangement with such a motor vehicle lock and a method for controlling a motor vehicle lock.

Description

  • The present invention relates to a motor vehicle lock according to the preamble of claim 1 and to a method for controlling a motor vehicle lock according to the preamble of claim 11.
  • The term "motor vehicle lock" is primarily a door lock of a motor vehicle to understand. However, this may also be a trunk lock, a hood lock, a flap lock o. The like. A motor vehicle act.
  • From the EP 1 536 090 A2 is a motor vehicle lock with a latch, a pawl and a main motor for opening the pawl known in which the opening of the pawl, a flexible traction means is provided which can be wound up by the main motor. The use of such a flexible traction means, such as a rope or a belt, which is windable from the main motor or an output shaft of the main motor, offers over the use of a conventional Wälzkörpergetriebes for opening the pawl significant advantages.
  • For such a flexible traction means not only fewer components are required as for the Wälzkörpergetriebe, but the required components do not require so precise production. It not only saves weight, but also running noise to a much lesser extent transferred to other parts than in said Wälzkörpergetriebe. Wear problems on meshing gears are avoided. The arrangement is much less sensitive to contamination. There is - in contrast to a spur gear - no need for greasing the traction device. It can therefore be seen that a whole series of advantages can be achieved by replacing, for example, a spur gear by a flexible traction means for opening the pawl.
  • Basically, and above all for safety reasons, if possible, a door or a flap of a motor vehicle must always be open by actuating a corresponding handle. This relates in particular to the situation after a crash of the motor vehicle when deformations on the motor vehicle and thus also on its doors or its flaps or even on the motor vehicle lock itself may have resulted from this crash. Based on the operation and the opening of the pawl, this means that after such a crash deformations may have occurred, through which the opening of the pawl is not as easy as possible before the crash. Such deformation may affect the door of the flap, the motor vehicle lock or even the pawl itself. Specifically, to open the pawl after such a crash, a higher torque may be required than before.
  • It may also be that in the motor vehicle lock of the cited prior art, the main motor and the flexible traction means are not able to produce the thus required higher torque to open the pawl or transmit the corresponding force.
  • In addition to such a deformation by a crash but there are other possible boundary conditions under which the use of the flexible traction means for opening the pawl is no longer or only to a limited extent possible. Thus, the flexible traction means can stretch as far as temperature so far that it would have to be wound much further in order to open the pawl yet. It can also decrease the current vehicle electrical system voltage so far that at a powered by the vehicle electrical system main motor and the normally required torque to open the pawl can not be generated.
  • The present invention is therefore based on the problem of developing a known from the prior art motor vehicle lock and a method for controlling a motor vehicle lock so that even under conditions with increased torque requirement for opening the pawl such opening of the pawl is reliably enabled.
  • The above problem is solved by a motor vehicle lock according to claim 1 or a method for controlling a motor vehicle lock according to claim 11. Advantageous developments are the subject of the dependent claims.
  • The invention is based on the finding that in addition to the main motor for opening the pawl by means of a flexible traction means in the motor vehicle lock additionally an auxiliary motor for opening the pawl may be provided, which auxiliary motor is connected to a gear with the pawl. In this transmission is any, independent of the flexible traction means arrangement for transmitting a force or a torque from the auxiliary motor to the pawl to the opening.
  • Preferably, in the above motor vehicle lock, in an emergency condition - which is more particularly described and defined below - the pawl is opened by the auxiliary motor and the transmission, preferably exclusively. Likewise, it is preferred that the main motor means of the flexible traction means the Pawl always outside such a state of emergency opens.
  • Said transmission may also comprise a flexible traction means in the drive train, which is advantageously designed for a stronger tensile load. So it comes for the opening of the pawl in an emergency state in which the wound up by the main motor flexible traction means should not be used, another drive motor - just the auxiliary motor - and another mechanical transmission - namely the transmission - used. Here and below are meant by the term of the drive motor as a generic term both the main engine and the auxiliary motor in the sense of the proposal.
  • The auxiliary engine and the transmission can therefore be designed not only from the outset for a higher torque. The auxiliary engine and the transmission can also be dimensioned specifically taking into account the very rarely occurring operating requirement. Since such a situation in practice for a single motor vehicle lock at most a few times and in the majority of cases will not occur at all, the auxiliary motor and the transmission can be tolerated so that only a very small number of operations must be feasible. As a result, such an auxiliary engine and such a transmission are much cheaper to manufacture than they would be if used for the regular, very often carried out opening operation of the pawl.
  • The preferred embodiment of the subclaim 3 provides that the traction means and the gear are mutually free running, thereby ensuring that both in regular operation by means of the main engine and in the emergency state - ie when the auxiliary motor - the other drive motor and each other connection - flexible traction means on the one hand and transmission on the other hand - between the drive motor and pawl need not be moved. The opening of the pawl especially in the normal case is therefore not complicated by the presence of the auxiliary motor and the transmission.
  • The preferred dependent claim 5, in turn, provides that the opening of the pawl is effectively influenced only by that drive motor which is driven further along its movement path. As long as the other drive motor remains under this distance position, this has no effect on the pawl. Conversely, this also means that a movement up to this distance position is not burdened by the pawl.
  • In particular, with such an arrangement, the preferred embodiment of the proposed method according to the dependent claim 15 is made possible, in which the auxiliary motor is moved in certain cycles to only a small extent. This small movement has no influence on the position of the pawl and is not burdened by it, but it allows to avoid seizing or jamming of the auxiliary motor or the transmission, which could happen for example in a non-operation over several years or even decades.
  • The preferred embodiment of the subclaim 7 provides for the use of an auxiliary power source for the auxiliary engine, which is independent of the power source of the main engine. In this way, in the state of emergency, the pawl can be opened even if, for example, due to the crash, the main energy source in the form of a vehicle electrical system voltage source is not available. The dependent claim 8 in turn describes preferred embodiments of this auxiliary power source. The dependent claim 9, however, relates to a particularly cost-effective design of the auxiliary motor.
  • Finally, the preferred embodiment of the proposed method according to the dependent claim 13 before the consideration of various measurement or sensor signals whose detection can lead to an emergency state is detected, in which state of emergency an opening of the pawl by the auxiliary motor and the transmission should be made.
  • Further advantages, features, properties and aspects of the present invention will become apparent from the following description of only one embodiment with reference to the drawing. It shows
  • 1 a perspective view of a proposed motor vehicle lock,
  • 2 a schematic representation of the proposed motor vehicle lock according to 1 in the locked state in a front view,
  • 3 a schematic partial representation of the proposed motor vehicle lock from the 1 in the open state in a front view, wherein the pawl has been opened by the main motor and the flexible traction means and
  • 4 a schematic partial view of the proposed motor vehicle lock according to 1 in the open state also in a front view, wherein the pawl was opened by the auxiliary motor and the transmission.
  • That in the 1 illustrated proposed motor vehicle lock has a latch 1 , an associated pawl 2 , a main engine 3 for opening the pawl 2 and a flexible one traction means 4 on which the main engine 3 with the pawl 2 directly or indirectly connects and the main engine 3 for opening the pawl 2 is windable. The pawl 2 can the lock latch 1 preferably in a main position - as in the 1 and 2 shown - and secure a pre-locking position and thereby lock the motor vehicle lock. Main position and pre-locking position are hereinafter referred to equally as blocking position. The 2 represents the motor vehicle lock the 1 in a main position.
  • From the locked position in which the pawl 2 with the lock latch 1 engages or can occur, the pawl 2 moved into a disengaged position and this particular be pivoted, which hereinafter as opening or open position of the pawl 2 referred to as. This can, as in the illustrated embodiment, by means of actuation of a rigid as with the pawl 2 connected towing levers 5 respectively.
  • At the main engine 3 it is preferable and as also shown here to an electric motor, which may in principle also be any other suitable drive.
  • According to a possible variant, the flexible traction means 4 directly on the pawl 2 attack, which is not shown here. The traction device 4 is preferably designed as a rope, band or chain. In particular, it may have a round or flat cross-section. The traction device 4 may optionally be formed in one piece or mehrgliedrig. In particular, the traction means 4 formed of several, preferably stranded filaments or strands. In the in 1 illustrated embodiment is the traction means 4 formed like a rope.
  • The traction device 4 is preferably made of plastic and / or steel. Likewise preferred is that the traction means 4 is designed as a flat plastic or steel strip.
  • The traction device 4 is from the main engine 3 preferably gearless, in particular directly, to an output shaft 6 of the main engine 3 wound. This is the traction means 4 with one end positive or positive fit with the output shaft 6 connected. Preferably, the traction means 4 For example, in one with the output shaft 6 firmly connected receiving part 7 injected or pressed in or otherwise attached thereto.
  • The recording part 7 is preferably formed flange and forms an axial stop for winding the traction means 4 on the output shaft 6 , The output shaft 6 preferably provides a sufficiently long formed motor shaft of the main motor 3 However, it may be at the output shaft 6 also act to a prolonged or additional shaft portion, the actual motor shaft in the main engine 3 Flanged or otherwise directly connected to this. If necessary, the output shaft 6 but also via a not shown gear from the main engine 3 are driven. In this case, the transmission is preferably in the main engine 3 integrated or directly flanged to this. Preferably, it is then a geared motor.
  • The motor vehicle lock is preferably designed such that the traction means 4 helical and / or only single-layer on the output shaft 6 is windable.
  • The pawl 2 is preferably biased in the locked position by spring force of a spring not shown here. In contrast, acts on the latch bolt 1 in the closed state, a door seal pressure in the direction of an opening movement, which opening movement in the blocking position of the pawl 2 However, it is effectively prevented by this. Only the lifting or opening of the pawl 2 leads to the opening movement of the latch 2 ,
  • In the illustrated embodiment, the traction means 4 on a rotatably mounted main disc 8th attached and specially so that the traction means 4 when unwinding a groove in an arcuate section 9 the main disc 8th is recorded. The winding of the traction device 4 in turn, moves the main disc 8th so that these by an eccentric section 10 the rocker arm 5 the pawl 2 takes along, causing the pawl 2 is opened. The opening mechanism of the pawl 2 will be described in more detail below.
  • The proposed motor vehicle lock is now characterized in that the motor vehicle lock an auxiliary engine 11 for opening the pawl 2 and a gearbox 12 having the auxiliary motor 11 with the pawl 2 connects directly.
  • Basically, this gear can 12 be any mechanical arrangement, which is a movement of the auxiliary motor 11 in an opening of the pawl 2 transfers. Basically, so also in the transmission 12 a flexible traction means in the manner of the already described and the main engine 3 driven flexible traction device 4 be used. It is preferred that the transmission 12 a Wälzkörpergetriebe 13 and / or a lever mechanism and / or a lever chain. In this case, the embodiment shown, the variant with a Wälzkörpergetriebe 13 , Such friction drive 13 is particularly suitable for the transmission of high torques. Basically, the gearbox 12 but others include a different type of transmission.
  • Especially in the embodiment of the 1 In the case illustrated, it is in the Wälzkörpergetriebe 13 around a helical gear, in which the gear 14 on a shaft of the auxiliary engine 11 with a driven gear 15 meshes, which in turn rigid with a coaxial drive gear 16 , which has a much smaller radius than the output gear 15 has connected. The toothing of the drive gear 16 again meshes with the teeth on a tooth section 17 an auxiliary disc 18 , To the transmission 12 or to Wälzkörpergetriebe 13 in the true sense count in the present embodiment, the gear 14 , the output gear 15 and the rigidly connected to this drive gear 16 , The movement of the auxiliary disc 18 leads by means of a take-away of the finger lever 5 through an eccentric section 19 the auxiliary disc 18 to an opening of the pawl 2 as already for the main disc 8th described.
  • While the 2 the motor vehicle lock the 1 in a blocking position of the pawl 2 is in the 3 the motor vehicle lock shown in a position in which the pawl 2 through the main disc 8th and thus by means of the traction means 4 was brought into a disengaged position. In the 4 in turn, the same motor vehicle lock is shown in a position in which the pawl 2 through the auxiliary disk 18 and with it through the transmission 12 was brought into a disengaged position. For clearer presentation was the case at the opening of the pawl 2 not involved arrangement omitted. Both in the 3 as well as in the 4 is also the lock trap 1 in an open position.
  • The respective gear ratios between the gear 14 and the output gear 15 on the one hand and between the drive gear 16 and the tooth section 17 Ensure that as preferred between the auxiliary engine 11 and the pawl 2 a higher torque transmission ratio exists than between the main motor 3 and the pawl 2 , However, this also regularly means that, as also preferred, the opening of the pawl 2 through the auxiliary engine 11 by means of the gearbox 12 takes longer than opening the pawl 2 through the main engine 3 by means of the traction means 4 ,
  • Preferably and also in the embodiment of 1 realized is that the traction means 4 and the gearbox 12 are free running to each other. In other words, a movement of the main engine 3 and according to the flexible traction means 4 not to a movement of the gearbox 2 or even the auxiliary engine 11 and vice versa. For the purposes of this preferred embodiment, it is sufficient that at least at a certain position of the traction device 4 or the transmission 12 the other device is free-running. This can be seen in the embodiment shown, the case when the drag lever 5 through the eccentric section 10 the main disc 8th is a little distracted. As long as the transmission 12 in a position at which the eccentric section 19 the auxiliary disc 18 a lower deflection of the rocker arm 5 causes, can the transmission 12 and with it the auxiliary disc 18 move freely.
  • According to this embodiment, it is preferable for the motor vehicle lock to be a lifting arrangement 20 for opening the pawl 2 with a first lifting element 21 and a second lifting element 22 having, wherein the first lifting element 21 through the traction means 4 for opening the pawl 2 can be driven and the second lifting element 22 through the transmission 12 for opening the pawl 2 can be driven. In the present case forms the main disc 8th the first lifting element 21 and the auxiliary disc 18 the second lifting element 22 , For these also applies that, as preferred, the first lifting element 21 and the second lifting element 22 each pivotable about a, preferably common, lifting axis 23 are stored.
  • As already described, the pawl 2 in the present embodiment, rigid with a drag lever 5 connected. It is also conceivable, however, that the drag lever 5 via a - not shown here - spring arrangement with the pawl 2 is connected, about the drag lever 5 until an engagement with a corresponding stop against the pawl 2 is pivotable. But even in such a design can over the drag lever 5 a torque for opening the pawl 2 be exercised.
  • In this regard, it is preferable that, as also realized in the embodiment, the motor vehicle lock a drag lever 5 whose operation is the pawl 2 opens and which is arranged so that it from both the first lifting element 21 - so here from the main disk 8th and its eccentric section 10 - As well as the second lifting element 22 - So here from the auxiliary disk 18 and its eccentric section 19 - can be operated.
  • Based on this, it is preferable and also in the embodiment shown so that a position of the pawl 2 with respect to an opening by the position of that of the first lifting element 21 and the second lifting element 22 it is determined which to open the pawl 2 is further deflected, so that each other lifting element 21 . 22 up to this position with fixed drag lever 5 is movable. With the concept of the position of the pawl 2 With respect to an aperture, it is meant the position of the pawl along a path of travel between a locked position and the disengaged position. Accordingly, with a position of a lifting element 21 . 22 the location of the corresponding lifting element 21 . 22 along a path of movement from a position in which the pawl 2 in a locked position, up to a position in which the pawl 2 completely moved to the disengaged position, meant. Further deflected is then in that sense the lifting element 21 . 22 indicating the position of the pawl 2 - if necessary, indirectly by the drag lever 5 - determined by its deflection. Since in the illustrated embodiment, the lifting elements 21 . 22 - So the main disc 8th and the auxiliary disc 18 - with regard to the course of their respective eccentric section 10 . 19 are substantially the same, it can be defined for this natural, which of the two Aushebeelemente 21 . 22 is further deflected. Up to this position - and thus up to this deflection - then leaves the other lifting element 21 . 22 move without the pawl 2 and / or the rocker arm 5 is moved. In other words, this is the other lifting element 21 . 22 then with a fixed pawl 2 and / or a fixed drag lever 5 movable.
  • It is furthermore preferred that the first lifting element 21 and the second lifting element 22 are arranged freely pivotable to each other. This is especially true for the illustrated main disc 8th and the auxiliary disc 18 , So it's already for the gearbox 12 and the traction means 4 described, mutual freewheeling property thus also for the first lifting element 21 and the second lifting element 22 realized.
  • It should be emphasized that other approaches than the use of coaxial eccentric contours are conceivable, which also realize the advantages of the proposed solution and its preferred embodiments. So could - for example - in a variant not shown here - the main disc 8th and the auxiliary disc 18 instead of a respective eccentric section 10 . 19 have a respective projection in the axial direction, which then one in the axial direction below the main disc 8th and the auxiliary disk 18 arranged stop the pawl 2 could take away. The closer to the stop arranged the main disc 8th and the auxiliary disk 18 could have a bow-shaped slot for receiving the projection of the respective other disc. Even with such an approach, it would be guaranteed that both transmissions 12 and traction means 4 as well as the first lifting element 21 and the second lifting element 22 are free running to each other.
  • It is further preferred that the motor vehicle lock a housing 24 with an inlet slot 25 with a closing piston or a closing wedge 26 having, wherein the main engine 3 and the auxiliary engine 11 in the case 24 are arranged. This construction ensures, in particular for a crash situation, that there is no separation of the mechanical drive path from the auxiliary motor 11 to the pawl 2 due to damage outside the housing 24 the motor vehicle lock can be done.
  • It is furthermore preferred that the main engine 3 from a main source of energy 27 and the auxiliary engine 11 from an independent, and here only greatly simplified, independent auxiliary power source 28 is supplied. At the main energy source 27 it is preferably a vehicle electrical system voltage source, which may include the car battery or powered by it. The auxiliary power source 28 is independent in the sense that an impairment or even a complete failure of the main energy source 27 not to a corresponding impairment or failure of the auxiliary power source 28 leads. On the other hand, the use of the independent auxiliary power source protects 28 for the auxiliary engine 11 also the main energy source 27 , which may still have enough energy for opening the pawl in the event of a crash 2 may apply, but their electrical energy could also be needed for other important components of the motor vehicle, such as for a mobile unit for discontinuing an emergency call o. The like ..
  • For the design of the auxiliary power source 28 There are several fundamentally suitable options. It is preferably provided that the auxiliary power source 28 a primary cell and / or a secondary cell and / or a capacitor and / or a fuel cell. A primary cell in this sense is to be understood as meaning an electrochemical device which can only emit its electrical energy once. By contrast, a secondary cell can also be recharged electrochemically, which in the present case is also due to the main energy source 27 could happen. As a preferred embodiment of a primary cell, a metal-air battery and especially an aluminum-air battery may be provided, which regularly has a very high energy density. In the event that the motor vehicle lock is used in a hybrid vehicle, the main energy source 27 include the vehicle electrical system voltage source, which is provided during operation indirectly by the internal combustion engine as in a conventional motor vehicle. The auxiliary power source 28 may then in turn comprise the energy source for the electric drive of the hybrid vehicle or on her In turn, this power source for the electric drive is in turn formed by the said aluminum-air battery.
  • Compared to a primary cell, a secondary cell offers the possibility of electrical recharging. On the other hand, however, it may be economically advantageous, given the opening operations provided by the auxiliary engine, which are provided only in very limited numbers 11 to use a primary cell. If it can provide the required number of opening operations due to its stored energy, recharging is not necessary anyway.
  • Especially for use in a crash, in turn, offers a capacitor as an auxiliary power source 28 on, because it is easy and inexpensive to use on the one hand and can be kept virtually charged in normal operation. Although such a capacitor regularly exhibits a certain discharge behavior after a certain time, after a crash the opening of the motor vehicle lock or the pawl must be expected within a comparatively short period of time, ie measured in minutes or hours instead of days or months. The capacitor can then be dimensioned so that at least a sufficient charge is kept in this time.
  • By the way, it can be the auxiliary engine 11 during a movement to open the pawl 2 not only by the auxiliary power source 28 but also through the main source of energy 27 be supplied. This can in principle always or after checking for the presence of sufficient voltage of the main energy source 27 respectively.
  • It is preferred that it be the auxiliary engine 11 is an electric motor and in particular a DC motor, which is used to open the pawl 2 operated with an auxiliary operating voltage. This auxiliary operating voltage may be approximately from the above auxiliary power source 28 to be provided.
  • It is preferably provided that the above auxiliary operating voltage is lower than one of the main energy source 28 to the main engine 3 provided main operating voltage. For example, at a main operating voltage of 12 volts, the auxiliary operating voltage could be 5 volts. In this way, the auxiliary power source 28 cheaper and possibly also be designed with less space, especially as in the case of a primary cell or secondary cell, this could certainly be more cost-relevant than the auxiliary engine 11 even.
  • In a first approximation, the torque output by the electric motor is determined in proportion to the absorbed current, wherein a reduced operating voltage of the electric motor approximately essentially limits the rotational speed. As for the auxiliary engine 11 Anyway, as already described, a slower opening process is accepted, the auxiliary operating voltage compared to the rated voltage of the electric motor can therefore be deliberately reduced, as long as only a sufficient torque is generated.
  • Therefore, it is also preferably provided that the auxiliary operating voltage is lower than a nominal voltage of the electric motor. The rated voltage can here - as a possibility - be defined as the voltage which allows the achievement of the maximum output power of the electric motor in a quasi-stationary, ie steady state. Preferably, therefore, the auxiliary operating voltage is so much lower than the rated voltage of the electric motor that less than 75%, in particular less than 50%, more particularly less than 30%, of the maximum output power can be achieved in a quasi-stationary state.
  • Also claimed is a motor vehicle lock arrangement with a proposed motor vehicle lock. This motor vehicle lock arrangement is characterized in that the motor vehicle lock arrangement has a control device shown here only schematically 29 for controlling the main engine 3 and the auxiliary engine 11 includes which control device 29 upon receipt of an opening signal, the auxiliary motor 11 for opening the pawl 2 controls when an emergency condition has been detected. The control device 29 may in particular be provided for an OBW (Open By Wire) functionality upon receipt of a corresponding signal through an opening in the pawl 2 trigger.
  • In general, any state of the motor vehicle lock or of the motor vehicle as a whole can be understood here as an emergency state, which makes it necessary or advisable to open the pawl 2 with the auxiliary engine 11 instead of the main engine 3 or together with this. Such an emergency condition may occur, for example, when a crash or other event of deformation of the corresponding door or flap or the motor vehicle lock itself is to be expected, resulting in a higher torque to open the pawl 2 might be required. Such a state of emergency can also affect the situation that only a limited power supply of the main engine 3 about the main energy source 27 is available, for example due to extreme temperature or electrical load of the main energy source 27 . caused by other consumers in the motor vehicle. In such a case is not with a proper opening of the pawl 2 through the main engine 3 over the traction means 4 to count on the conventional way. Another conceivable state of emergency relates to an elevated temperature, which is such a stretching of the traction device 4 that could cause an opening of the pawl 2 through the main engine 3 prevented or impeded.
  • The fact that now, if such an emergency condition has been detected, the auxiliary engine 11 for opening the pawl 2 is controlled, possibly together with the main engine 3 , on the one hand a possibly prompt opening of the corresponding door or flap is achieved on the one hand and on the other hand damage to the main engine 3 or the traction device 4 prevented.
  • According to another teaching, which plays a role as an independent invention, a method for controlling a motor vehicle lock, in particular a proposed motor vehicle lock, preferably also claimed a method for driving a proposed motor vehicle lock assembly, wherein the motor vehicle lock a lock latch 1 , an associated pawl 2 , a main engine 3 for opening the pawl 2 and a flexible traction device 4 includes, which is the main engine 3 with the pawl 2 directly or indirectly connects and the main engine 3 for opening the pawl 2 is windable.
  • According to the proposal, the method is characterized in that the motor vehicle lock an auxiliary engine 11 for opening the pawl 2 and that, preferably only, the auxiliary motor 11 for opening the pawl 2 is triggered when an emergency condition has been detected.
  • One way to detect an emergency condition is to detect when, after a drive of the main engine 3 for opening the pawl 2 the pawl 2 remains closed. In particular, the emergency state can be detected if within a maximum opening time after the activation of the main motor 3 for opening the pawl 2 an opening of the latch 1 was omitted. In particular, this may mean that a receipt of an opening signal was omitted.
  • Such an opening signal may be from a sensor 30 at the lock trap 1 , which sensor 30 also called an ajar switch, to be generated which sensor 30 through a contact with a stop 31 on the lock latch 1 an opening of the latch 1 capture and a corresponding signal - just the opening signal - can generate. A conceivable such maximum opening time is 500 milliseconds.
  • As long as there are no extraordinary circumstances, such as might justify a state of emergency in the above-defined sense, is in any case with an opening of the pawl 2 and an opening movement of the latch 1 within this time after activation of the main engine 3 to count. This way of detecting a state of emergency thus essentially corresponds to the recognition of a failed opening attempt by the main motor 3 and the traction means 4 ,
  • It is preferred that an emergency state is detected based on a measurement or sensor signal. In this case, the measuring and / or sensor signal may comprise a crash sensor signal. Such a crash sensor signal could also be generated in another component of the motor vehicle outside the motor vehicle lock, for example in an acceleration sensor for triggering airbags, and in the present case be used in the motor vehicle lock.
  • Alternatively or additionally, the measuring and / or sensor signal may include a trapping force sensor signal, which may be determined in particular from measured engine variables.
  • A particularly high torque or a particularly low speed of the main engine 3 may indicate that the pawl 2 not or at least not as fast as intended can be moved, the pawl 2 So at least partially stuck. On the other hand, a very low torque or a very high speed of the main engine 3 mean that the traction means 4 torn or about to break.
  • In both cases there is an emergency condition in the above sense. Again alternatively or additionally, the measurement and / or sensor signal may include a vehicle electrical system voltage and / or a vehicle electrical system load, in the sense of a current power consumption by other components of the motor vehicle. So if it is determined that the voltage of the electrical system has collapsed or even without such a break from other information is known that takes place during a startup strong stress on the electrical system voltage by other consumers, then an emergency condition can be detected and therefore preferred opening the pawl 2 through the auxiliary engine 11 be made.
  • Finally, the measurement and / or sensor signal may also include a temperature sensor signal, which is relevant because, as already mentioned, both a very high and a very low temperature could affect a car battery and thus the vehicle electrical system voltage. As already stated, a very high temperature can also lead to a critical elongation of the traction device 4 lead, which the functionality of the traction device 4 limits.
  • An above measurement and / or sensor signal, which justifies the detection of an emergency condition, can also be detected if an activation of the main engine 3 for opening the pawl 2 over the traction means 4 currently taking place and not yet completed. In such a case, it is preferable that a drive of the main motor 3 for opening the pawl 2 is interrupted when an emergency condition is detected. Preferably, then a control of the auxiliary motor 11 for opening the pawl 2 over the transmission 12 ,
  • Since depending on closer or further definition of the state of emergency, such a state of emergency is extremely rare and even in the majority of the proposed motor vehicle locks proposed not to be expected at all occurrence, it can be assumed that the movement from a then actually existing emergency state justified movement of the auxiliary engine 11 with the gearbox 12 possibly only after years or decades after manufacture and thus after a correspondingly long period of rest becomes necessary. In the meantime, due to various corrosion, soiling or other aging processes especially in a Wälzkörpergetriebe a blockage or jamming occur in any form, which then opens the pawl 2 through the auxiliary engine 11 and the gearbox 12 impaired or prevented.
  • In order to avoid such a situation, it is preferably provided that the auxiliary engine 11 is driven cyclically with a release movement, wherein the pawl 2 is determined during the release movement. It is preferred that in the release movement - in addition to the auxiliary motor 11 - also the transmission 12 emotional. So with a cyclicity, whose time intervals could be selected in the order of weeks or months, so can the auxiliary engine 11 be controlled so that he and preferably also the transmission 12 moved, the pawl 2 but remains firm.
  • Especially the high gear ratio of the transmission 12 in a transmission of the movement of the auxiliary motor 11 on the pawl 2 it simplifies that small movements of the auxiliary engine 11 for the pawl 2 have no effect at all. In addition, such a release movement can be made approximately if, even if by the main engine 3 and the traction means 4 the pawl 2 was currently opened and is in the disengaged position. In such a case, a release movement of the auxiliary motor 11 and the transmission 12 basically no further movement of the pawl 2 cause it is already open.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • EP 1536090 A2 [0003]

Claims (15)

  1. Motor vehicle lock with a latch ( 1 ), an associated pawl ( 2 ), a main engine ( 3 ) for opening the pawl ( 2 ) and a flexible traction device ( 4 ), which is the main engine ( 3 ) with the pawl ( 2 ) connects directly or indirectly and from the main engine ( 3 ) for opening the pawl ( 2 ) is windable, characterized in that the motor vehicle lock an auxiliary engine ( 11 ) for opening the pawl ( 2 ) and a transmission ( 12 ), which the auxiliary engine ( 11 ) with the pawl ( 2 ) connects directly or indirectly.
  2. Motor vehicle lock according to claim 1, characterized in that the transmission ( 12 ) a Wälzkörpergetriebe ( 13 ) and / or a lever mechanism and / or a lever chain, preferably, wherein between the auxiliary motor ( 11 ) and the pawl ( 2 ) there is a higher torque transmission ratio than between the main engine ( 3 ) and the pawl ( 2 ), in particular, wherein the opening of the pawl ( 2 ) by the auxiliary engine ( 11 ) by means of the transmission ( 12 ) lasts longer than the opening of the pawl ( 2 ) through the main engine ( 3 ) by means of the traction means ( 4 ).
  3. Motor vehicle lock according to one of claims 1 to 2, characterized in that the traction means ( 4 ) and the transmission ( 12 ) are mutually free-running, preferably, wherein the motor vehicle lock a Aushebeanordnung ( 20 ) for opening the pawl ( 2 ) with a first lifting element ( 21 ) and a second lifting element ( 22 ), wherein the first lifting element ( 21 ) by the traction means ( 4 ) for opening the pawl ( 2 ) and the second lifting element ( 22 ) through the transmission ( 12 ) for opening the pawl ( 2 ), in particular, wherein the first lifting element ( 21 ) and the second lifting element ( 22 ) each pivotable about a, preferably common, lifting axis ( 23 ) are stored.
  4. Motor vehicle lock according to claim 3, characterized in that the motor vehicle lock a drag lever ( 5 ), the operation of the pawl ( 2 ), and which rocker arm ( 5 ) is arranged so that it is from both the first lifting element ( 21 ) as well as from the second lifting element ( 22 ) can be operated.
  5. Motor vehicle lock according to claim 3 or 4, characterized in that a position of the pawl ( 2 ) with respect to an opening through the position of that of the first lifting element ( 21 ) and the second lifting element ( 22 ), which is used to open the pawl ( 2 ) is further deflected so that the respective other lifting element ( 21 . 22 ) up to this position with a fixed pawl, preferably and / or with a fixed drag lever ( 5 ), in particular, wherein the first lifting element ( 21 ) and the second lifting element ( 22 ) are arranged freely pivotable to each other.
  6. Motor vehicle lock according to one of claims 1 to 5, characterized in that the motor vehicle lock a housing ( 24 ) with an inlet slot ( 25 ) for a closing piston or a closing wedge ( 26 ) and that the main motor ( 3 ) and the auxiliary engine ( 11 ) in the housing ( 24 ) are arranged.
  7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the main motor ( 3 ) from a main energy source ( 27 ), preferably from a vehicle electrical system voltage source, and the auxiliary engine ( 11 ) from an independent auxiliary power source ( 28 ) is supplied.
  8. Motor vehicle lock according to claim 7, characterized in that the auxiliary power source ( 28 ) comprises a primary cell and / or a secondary cell and / or a capacitor and / or a fuel cell.
  9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the auxiliary engine ( 11 ) is an electric motor and for opening the pawl ( 2 ) is operated with an auxiliary operating voltage, preferably, wherein the auxiliary operating voltage is lower than one of the main energy source ( 28 ) to the main engine ( 3 ) and / or wherein the auxiliary operating voltage is lower than a nominal voltage of the electric motor.
  10. Motor vehicle lock arrangement with a motor vehicle lock according to one of claims 1 to 9, characterized in that the motor vehicle lock arrangement comprises a control device ( 29 ) for controlling the main engine ( 3 ) and the auxiliary engine ( 11 ), which control device ( 29 ) upon receipt of an opening signal, the auxiliary motor ( 11 ) to the Opening the pawl ( 2 ) when an emergency condition has been detected.
  11. Method for controlling a motor vehicle lock, in particular a motor vehicle lock according to one of claims 1 to 9, preferably a motor vehicle lock arrangement according to claim 10, with a latch ( 1 ), an associated pawl ( 2 ), a main engine ( 3 ) for opening the pawl ( 2 ) and a flexible traction device ( 4 ), which is the main engine ( 3 ) with the pawl ( 2 ) connects directly or indirectly and from the main engine ( 3 ) for opening the pawl ( 2 ) is windable, characterized in that the motor vehicle lock an auxiliary engine ( 11 ) for opening the pawl ( 2 ) and that, preferably only, the auxiliary engine ( 11 ) for opening the pawl ( 2 ) is triggered when an emergency condition has been detected.
  12. A method according to claim 10, characterized in that an emergency condition is detected when, after a control of the main engine ( 3 ) for opening the pawl ( 2 ) the pawl ( 2 ) remains closed, preferably, if within a maximum opening time after the activation of the main engine ( 3 ) for opening the pawl ( 2 ) an opening of the lock latch ( 1 ) was omitted, in particular, a receipt of an opening signal omitted.
  13. A method according to claim 11 or 12, characterized in that an emergency condition based on a measurement and / or sensor signal is detected, in particular, wherein the measurement and / or sensor signal, a crash sensor signal and / or a single-input power signal and / or a vehicle electrical system voltage and / or an on-board network stress and / or a temperature sensor signal comprises.
  14. Method according to one of claims 11 to 13, characterized in that a control of the main motor for opening the pawl is interrupted when an emergency condition is detected.
  15. Method according to one of claims 11 to 14, characterized in that the auxiliary engine ( 11 ) is driven cyclically with a release movement, wherein the pawl ( 2 ) is fixed in the release movement, preferably, wherein the transmission ( 12 ) moves during the release movement.
DE102013012015.2A 2013-07-19 2013-07-19 Motor vehicle lock Pending DE102013012015A1 (en)

Priority Applications (1)

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DE102013012015.2A DE102013012015A1 (en) 2013-07-19 2013-07-19 Motor vehicle lock

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DE102013012015.2A DE102013012015A1 (en) 2013-07-19 2013-07-19 Motor vehicle lock
EP14177742.5A EP2826938B1 (en) 2013-07-19 2014-07-19 Motor vehicle lock

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DE102015113359A1 (en) * 2015-08-13 2017-02-16 Kiekert Ag Electric lock with actuating device for a motor vehicle lock
DE102016112185A1 (en) * 2016-06-10 2017-12-14 Kiekert Ag Motor vehicle lock
WO2018006896A1 (en) * 2016-07-04 2018-01-11 Kiekert Ag Motor vehicle lock

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DE19819603A1 (en) * 1998-05-02 1999-11-11 Kiekert Ag Central locking device for car door
GB2365487A (en) * 2000-07-27 2002-02-20 Aisin Seiki Vehicle door lock apparatus
US6883839B2 (en) * 2002-02-12 2005-04-26 Arvinmeritor Light Vehicle Systems - France Automobile vehicle lock
EP1536090A2 (en) 2003-11-28 2005-06-01 Brose Schliesssysteme GmbH & Co. KG Vehicle lock
US20100236300A1 (en) * 2007-07-05 2010-09-23 Kiekert Aktiengesellschaft Motor vehicle door lock
US20100244466A1 (en) * 2009-03-25 2010-09-30 Kris Tomaszewski Closure Latch for Vehicle Door
DE202010009333U1 (en) * 2010-06-21 2011-10-20 BROSE SCHLIEßSYSTEME GMBH & CO. KG Motor vehicle lock

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DE19706657C5 (en) * 1997-02-20 2007-06-28 Siemens Ag Lock for a door of a vehicle
DE10251382A1 (en) * 2002-11-01 2004-05-13 Siemens Ag Method for actuating a pawl in a lock with a rotary latch for a motor vehicle
US7261335B2 (en) * 2003-11-14 2007-08-28 Intier Automotive Closures Inc. Power release side door latch with emergency release system
DE102006051884A1 (en) * 2006-10-31 2008-05-08 Kiekert Ag Vehicle door lock

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Publication number Priority date Publication date Assignee Title
DE19819603A1 (en) * 1998-05-02 1999-11-11 Kiekert Ag Central locking device for car door
GB2365487A (en) * 2000-07-27 2002-02-20 Aisin Seiki Vehicle door lock apparatus
US6883839B2 (en) * 2002-02-12 2005-04-26 Arvinmeritor Light Vehicle Systems - France Automobile vehicle lock
EP1536090A2 (en) 2003-11-28 2005-06-01 Brose Schliesssysteme GmbH & Co. KG Vehicle lock
US20100236300A1 (en) * 2007-07-05 2010-09-23 Kiekert Aktiengesellschaft Motor vehicle door lock
US20100244466A1 (en) * 2009-03-25 2010-09-30 Kris Tomaszewski Closure Latch for Vehicle Door
DE202010009333U1 (en) * 2010-06-21 2011-10-20 BROSE SCHLIEßSYSTEME GMBH & CO. KG Motor vehicle lock

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EP2826938A3 (en) 2015-12-09
EP2826938B1 (en) 2018-11-14
EP2826938A2 (en) 2015-01-21

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