DE9013984U1 - Motor vehicle hood lock, lid lock or door lock - Google Patents

Description

Gesthuvsen &aacgr; by Rohr

The invention relates to a motor vehicle hood lock, flap lock or door lock, hereinafter always referred to simply as motor vehicle lock, with the features of the preamble of claim 1.

The known motor vehicle lock from which the invention is based (DE-C 3 234 164) shows a locking pawl that is additionally locked in the closed position and cannot be brought into the open position even if the locking pawl is directly gripped by a tool inserted between the motor vehicle door or flap and the door pillar or flap frame. In the open position, the anti-theft lever is swung sideways away from the locking pawl's driving pin, just as it is in the closed position of the motor vehicle lock with the locking mechanism unlocked, i.e. in the driving position.

By securing the pawl in the closed position, it is actually not possible to open the door or flap by force by hitting the pressure cylinder or the metal of the door or flap itself very hard. This also prevents the pawl from being thrown out of the main catch on the lock latch.

In the previously described, known motor vehicle lock, the pawl can become detached from the rotary latch due to mass acceleration in the driving position, i.e. the door or flap can spring open. There is also the danger that the pawl will bounce when the door or flap is slammed shut, i.e. that it will spring out of the catch or main catch on the _K lock latch under the influence of the forces acting on it. This then causes the door or flap to open again unintentionally despite having previously slammed shut. A solution to the first problem was sought by using a mass balancing arm on the pawl (DE-C 3 825 593), whereby the second problem was also attempted to be solved by making the pawl in two parts with a very light and strongly spring-loaded engagement part.

Gesthuvscn Ä of Roh

The invention is based on the object of designing and developing the known motor vehicle lock with the features of the preamble of claim 1 in such a way that it combines secure protection against theft with equally secure protection against accidents and impacts in a simple manner.

The previously indicated task is solved with the features of the characterizing part of claim 1. According to the invention, it has been recognized that the anti-theft lever, which is already present in the known motor vehicle lock from which the invention is based, surprisingly also represents a very simple means of providing accident protection or impact protection for the locking pawl in the open position or closed position, unlocked, i.e. the driving position of the locking mechanism. Because the anti-theft lever blocks the locking pawl or the driving pin even in the closed position when the locking mechanism is unlocked, all of the previously mentioned problems are solved in the simplest way.

Preferred embodiments and further developments of the teaching of claim 1 are the subject of the subclaims. Furthermore, a preferred embodiment of the invention is explained in more detail below with reference to the drawing. The drawing shows

Fig. 1 shows a schematic representation of a motor vehicle lock according to the invention in the form of a motor vehicle hood lock for the trunk lid and

Fig. 2 the motor vehicle lock from Fig. 1 in a view from the left in Fig. 1, the parts covered by the carrier with the exception of the essential functional parts shown in dashed lines.

Fig. 1 shows a motor vehicle lock according to the invention in the preferred embodiment as a motor vehicle hood lock for the trunk lid of a sedan. In principle, however, the invention explained here is also suitable for other applications of motor vehicle locks, i.e. for flaps and doors of motor vehicles.

Gesthuyson &. by 'Roh'

On the usual carrier 1, which is designed like a shell here, there is a pivotally hinged lock latch 2, which is designed here as a rotary latch. A pawl 3 works together with this, which can be operated by a locking mechanism. In the illustrated embodiment, the pawl 3 has, as is generally usual, a driver pin 4, whereby in the present case this driver pin 4 is designed as a cantilever arm, which will be discussed later. The locking mechanism is shown in Fig. 1 and Fig. 2 in the closed position, unlocked; a locking wedge arranged on the hood frame that works together with the lock latch 2 is only indicated in dashed lines in both figures.

The only important thing for the locking mechanism is that it has a release lever 5 that engages the pawl 3 or the driving pin 4 and can be actuated from the outside and/or inside, here and according to the preferred teaching via a pressure cylinder, and that an anti-theft lever 6 is provided therein that blocks the pawl 3 or the driving pin 4 in the closed position of the pawl 3 when the locking mechanism is locked. The anti-theft lever 6 blocks the pawl 3 or its driving pin 4 in such a way that it cannot come loose from the lock latch 2, i.e. cannot be lifted out of the catch, in particular the main catch, of the lock latch 2 under the influence of force.

It is now important that the figures show the closed position, unlocked of the locking mechanism and that the anti-theft lever 6 blocks the pawl 3 or the driver pin 4 even in the closed position with the locking mechanism unlocked against the pawl 3 coming loose from the lock latch 2. As can be clearly seen in particular in Fig. 2, the pawl 3 cannot be lifted or it can only be lifted by such a small amount that it is nevertheless not lifted out of the catch on the lock latch 2. On the one hand, this makes attempts at theft impossible (with the locking mechanism locked, as in the prior art), on the other hand, forces arising from mass acceleration

Gesthuvsen & von Rohr

also does not lead to the locking pawl 3 being lifted out and the locking pawl 3, once it has fallen in, is immediately protected against bouncing back.

The illustrated embodiment further makes it clear that here the anti-theft lever 6 is also actuated by the release lever 5, that in the direction of movement of the pawl 3 or the driving pin 4 there is a certain clearance d between the pawl 3 or the driving pin 4 and the anti-theft lever 6 and that the clearance d is dimensioned such that the anti-theft lever 6 has already been pivoted out of the pivoting range of the pawl 3 or the driving pin 4 when the pawl 3 or the driving pin 4 has crossed the clearance d.

It is obvious that a mass acceleration that would lead to the locking pawl 3 being lifted out of its position on the lock latch 2 must not lead to the anti-theft lever 6 being simultaneously pivoted out of its position blocking the locking pawl 3. This can be achieved, for example, by the anti-theft lever 6 pivoting outwards approximately perpendicular to the pivoting outwards direction of the locking pawl 3 or the driving pin 4. Both elements - locking pawl 3 and anti-theft lever 6 - can be arranged in one plane or in parallel planes to achieve this result. This is how it is implemented in the prior art on which the invention is based. In the embodiment shown, however, a particularly useful version is implemented, which is characterized in that the pivot axis 7 of the anti-theft lever 6 runs approximately perpendicular to the pivot axis 8 of the locking pawl 3.

It has previously been explained that the anti-theft lever 6 should be actuated by the release lever 5 when opening the locking mechanism. This should also be done with advance travel. Consequently, Fig. 2 shows the corresponding

Gesthuvscn Ä by Rohi

Distances. Fig. 2 also shows that the anti-theft lever 6 has a driver lug 9 and that a driver 10 is arranged on the release lever 5, which comes to rest on the driver lug 9.

It has already been explained that the driving pin 4 on the pawl 3 does not necessarily have to be a pin in the true sense of the word. In the illustrated embodiment, the driving pin 4 of the pawl 3 is designed as an elongated arm and lies in a plane parallel to the plane of the lock latch 2.

Fig. 2 finally makes it clear that the automatic re-collapse of the anti-theft lever 6 is implemented here under spring force, which was briefly mentioned above. This is because the anti-theft lever 6 in the open position comes into contact with the raised locking pawl 3 or the driver pin 4 under spring force in a direction perpendicular to the swing-out direction and automatically falls into the locking position when the locking mechanism is closed. It is easy to see in Fig. that the lug, which is not provided with a reference number and which blocks the locking pawl 3 in the position shown, comes into contact with the driver pin 4 on the side when the locking pawl 3 is raised, i.e. on this elongated arm, and snaps into place under spring force when the locking pawl 3 sinks, if the release lever 5 does not hold the anti-theft lever 6 in the sideways swung-away position via the driver lug 9 and driver 10.

Claims (7)

Gesthuysen &aacgr; vcn Rohr Protection claims: 1. Motor vehicle hood lock, flap lock or door lock, with a lock latch (2), a pawl (3) for the lock latch (2), preferably designed as a rotary latch, and a locking mechanism, the pawl (3) optionally being provided with a driving pin (4), the locking mechanism having at least one open position, one closed position, unlocked, and one closed position, locked, the locking mechanism having a release lever (5) engaging the pawl (3) or the driving pin (4) and operable from the outside and/or inside, in particular via an external pressure cylinder, and the locking mechanism having an anti-theft security lever (6) blocking the pawl (3) or the driving pin (4) in the closed position of the pawl (3) when the locking mechanism is locked against the pawl (3) being released from the lock latch (2). is characterized in that the anti-theft lever (6) blocks the pawl (3) or the driving pin (4) against release of the pawl (3) from the lock latch (2) even in the closed position when the locking mechanism is unlocked. 2. Motor vehicle lock according to claim 1, characterized in that the anti-theft lever (6) is also actuated by the release lever (5), that in the direction of movement of the pawl (3) or the driving pin (4) there is a certain clearance (d) between the pawl (3) or the driving pin (4) and the anti-theft lever (6) and that the clearance (d) is dimensioned such that the anti-theft lever (6) is already pivoted out of the pivoting range of the pawl (3) or the driving pin (4) when the pawl (3) or the driving pin (4) has crossed the clearance (d). 3. Motor vehicle lock according to claim 1 or 2, characterized in that the pivoting direction of the anti-theft lever (6) runs approximately perpendicular to the pivoting direction of the locking pawl (3) or the driving pin (4). ■Qesthuvse.n &iacgr;&iacgr; by Ri)hr 4. Motor vehicle lock according to claim 3, characterized in that the pivot axis (7) of the anti-theft lever (6) runs approximately perpendicular to the pivot axis (8) of the locking pawl (3). 5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the anti-theft lever (6) has a driver lug (9) and a driver (10) that comes to rest on the driver lug (9) is arranged on the release lever (5). 6. Motor vehicle lock according to one of claims 1 to 5, characterized in that the driver pin (4) of the pawl (3) is designed as an elongated arm and lies in a plane parallel to the plane of the lock latch (2). 7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the anti-theft lever (6) in the open position comes to rest on the raised locking pawl (3) or the driver pin (4) under spring force in a direction perpendicular to the pivoting direction and automatically falls into the securing position when the locking mechanism is closed.