EP0917614A1 - Serrure de portiere de vehicule ou similaire - Google Patents

Serrure de portiere de vehicule ou similaire

Info

Publication number
EP0917614A1
EP0917614A1 EP97929117A EP97929117A EP0917614A1 EP 0917614 A1 EP0917614 A1 EP 0917614A1 EP 97929117 A EP97929117 A EP 97929117A EP 97929117 A EP97929117 A EP 97929117A EP 0917614 A1 EP0917614 A1 EP 0917614A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
vehicle door
rotary latch
pawl
lock
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.)
Granted
Application number
EP97929117A
Other languages
German (de)
English (en)
Other versions
EP0917614B1 (fr
Inventor
Oliver Jung
Siegfried Reichmann
Bernd Allefeld
Bernd Weyerstall
Berthold HÜSSLER
Bernd Huster
Hansjürgen LINDE
Uwe Neumann
Heinrich Plett
Stefan Schwitters
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7801617&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0917614(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0917614A1 publication Critical patent/EP0917614A1/fr
Application granted granted Critical
Publication of EP0917614B1 publication Critical patent/EP0917614B1/fr
Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1044—Multiple head
    • Y10T292/1045—Operating means
    • Y10T292/1047—Closure

Definitions

  • the invention relates to a motor vehicle door lock or the like. With the features of the preamble of claim 1.
  • the teaching of the invention has as a background motor vehicle door locks, in particular side door locks, but in a corresponding manner also motor vehicle hood locks, flap locks, etc., so that the term motor vehicle door lock in the following should always be understood in this comprehensive sense.
  • the problem of functional safety discussed here is, however, of particular relevance for the motor vehicle side doors closing the passenger compartment.
  • Classic motor vehicle door locks use a rotary latch designed as a fork latch, which is pivotably mounted on a bearing pin fixed in the housing or on the lock support plate as a pivot axis and is solid (DE - A - 29 36 997, DE - A - 32 42 527).
  • the fork latch holds the leading web of a locking wedge or a locking bolt with the receiving mouth, so that the motor vehicle door cannot open in the event of a crash in the event of a crash.
  • the fork latch itself is fixed in this closed position by a pawl that is subjected to tension or pressure via interlocking locking surfaces (main catch).
  • a rotary trap As an alternative to a fork trap, it is also known from the prior art to design a rotary trap as a disk made from a noll material (DE-C-16 78 121).
  • the rotary latch is rotatably mounted as a disk in a recess, the peripheral surface of which rests on the rotary latch and forms the guide for the rotary latch.
  • a pivot pin forming the swivel axis in the middle of the rotary latch is not available.
  • the pivot axis of the catch is only virtual.
  • the rotary latch is fixed axially through the bottom surface of the recess and through a cover, an indentation being located on the cover in the area of the center of the rotary latch. det, which limits the sliding friction between the rotary latch and cover to the center.
  • the lever ratios in this alternatively constructed rotary latch are basically the same as in the previously described fork latch.
  • Rotary traps in particular in the form of fork latches, have already been designed as composite parts made of metal and plastic (EP-A-06 69 437). This is realized primarily by the fact that a base body which represents the fork latch itself is made of metal and is then provided with a plastic encapsulation. This should serve to train the camp, reduce noise, avoid metal / metal systems, etc.
  • special shapes can also be implemented, in particular on the peripheral surface of the rotary latch, either to implement elastic damping buffers or to be able to implement switching functions in conjunction with microswitches in the housing of the motor vehicle door lock.
  • the locking parts - rotary latch and pawl - like the other areas of the motor vehicle door lock, are designed for the event of a crash, which entails oversizing and in no way optimal design for normal operation.
  • the catch itself is relatively narrow and is usually only a few millimeters wide. The bearing surface on the bearing pin forming the pivot axis is therefore quite narrow.
  • the catch is the focus of interest.
  • two bearings are realized. One bearing stores and guides the catch in normal operation, the other storage catches the catch in the event of a crash from. This makes it possible to trace the dimensioning of the rotary latch, which has hitherto taken place in the event of a crash, to that for the normal case.
  • the function of force absorption in the event of a crash is transferred to the recess in the housing or on the lock support plate. Normally, the forces are absorbed via the swivel axis of the rotary latch. This can have a correspondingly small diameter, consequently the rotation of the rotary latch can take place with little friction. In the event of a crash, however, the force is derived from the catch itself on the investment area directly in the housing or the lock mounting plate of the motor vehicle door lock an x ⁇ oge.
  • the catch can be reduced in size, reduced in size and overall lighter in design, which considerably reduces the manufacturing outlay.
  • the functional safety is even increased, because this corresponds approximately to the functional safety in the event of a crash, which until now could only be achieved with disk-shaped rotary latches with their large contact surfaces.
  • the extremely low-friction axle bearing on the physically existing swivel axis of small diameter is realized for normal operation.
  • the configuration according to claim 3 is particularly advantageous.
  • a reset effect of the pivot axis of the rotary latch is realized, so that it can again fully fulfill its function for normal operation even after a crash has occurred.
  • the motor vehicle door lock with the rotary latch designed according to the invention is thus fully functional even after an accident. This is a significant safety advantage. This can be realized particularly expediently by the configuration according to claim 4.
  • the pivot axis is fixed in or on the rotary latch and is mounted outside the rotary latch. This widens the storage area of the rotary latch several times, regularly about three times the previous width. The result is that the rotary latch is guided much better in the axial direction than before. This is particularly useful if you only have to deal with this pivot axis with a pivot axis that only serves normal operation with a small diameter and relatively low strength.
  • FIG. 1 shows a first embodiment of a motor vehicle according to the invention
  • FIG. 2 shows a section through the motor vehicle door lock from FIG. 1 in the area of the rotary latch (2a) and the pawl (2b),
  • FIG. 3 shows the central area of the rotary latch from FIG. 1 with the axle bearing there,
  • FIG. 4 is a perspective view of a rotary latch designed as a fork latch with an integrated pivot axis
  • FIG. 6 shows the outer part of the rotary latch from FIG. 5,
  • Fig. 8 shows another embodiment of a rotary latch according to the invention in
  • Fig. 1 shows a motor vehicle door lock for the side door of a motor vehicle.
  • the term of the motor vehicle door lock in understanding the teaching of the present patent application, reference may be made to the explanations at the beginning of the description.
  • a rotary latch 2 with a receiving mouth 3 for the leading web of a locking wedge 4.
  • a locking wedge 4 having two webs, a locking bolt which only represents one web can of course also be provided.
  • the rotary latch 2 has a locking surface 6 on a main catch.
  • the rotary catch 2 also has a locking surface 6 'on a preliminary catch.
  • hood locks there are e.g. Variants without pre-engagement.
  • a pivotally mounted pawl 7 is prestressed in the direction of engagement by a spring element 8 or the like and has a counter-blocking surface 9 with which it engages in the main position or in the preliminary position with the blocking surface 6 or 6 'on the rotary latch 2 in a locking manner is coming.
  • the catch 2 with a physically present pivot axis 10 on the housing 1 or on the lock support plate is pivotally mounted.
  • the rotary latch 2 is arranged in a recess 11, which at least partially surrounds the rotary latch 2, in the housing 1 or on the lock support plate.
  • At least one contact section 12 is formed on the rotary catch 2 on the peripheral surface.
  • a section 13 on the circumferential surface of the recess 11 is arranged such that the contact section 12 of the catch 2 faces this section 13 in the locked position (this is the case in FIG. 1).
  • the position of contact section 12 and section 13 - the contact area - is in the locked position of rotary catch 2 such that the force action vector of tearing forces occurring, at least an essential component of this force action vector, crosses the contact area.
  • the pivot axis 10 of the rotary latch 2 is designed for the normal operating case in terms of material, shape and / or storage, but allows the rotary latch 2 to be displaced such that the tearing forces to a large extent in the event of tearing forces (crash case) which are considerably higher than in the normal operating case intercepted over the investment area.
  • Fig. 1 makes it clear that the diameter of the pivot axis 10, which only has to absorb the forces in the normal case, can be correspondingly small.
  • the frictional forces that occur when the rotary latch 2 is rotated about the pivot axis 10 are correspondingly low. This is a significant advantage in normal operation.
  • the force action vector for tearing forces in the event of a crash is shown in dashed lines in FIG. 1. It can be seen that it lies in the area of the inlet slot 5 between two contact areas, so that the tearing forces are transmitted to these two contact areas.
  • the pawl 7 is only comparatively lightly stressed in this case, because the catch 2 is designed as a disk and in this embodiment, the locking wedge 4 is in the locked position directly on the line of action occurring through the pivot axis 10 force acting tear forces.
  • the teaching of the invention is not only feasible with such a concept and arrangement, but generally with rotary latches 2, also in the form of a fork latch with a larger lever arm (explanation in the general part of the description). This will be discussed in more detail below.
  • the pivot axis 10 and / or the bearing of the pivot axis 10 is permanently deformed or destroyed in the event of a crash.
  • the pivot axis 10 of the rotary latch 2 is designed to be elastic and / or supported, so that the rotary latch 2 is reversibly displaced transversely to the pivot axis 10 when considerable forces occur.
  • This embodiment is particularly well understood in conjunction with FIG. 2a of the drawing, in which a double arrow indicates the possibility of displacement of the pivot axis 10.
  • Fig. 2b shows in connection with Fig. 1 a corresponding solution for the pawl 7.
  • the pawl 7 is pivotally mounted on the housing 1 with a physically present pivot axis 20.
  • the pawl 7 is, however, also in a recess 21 in the housing which partially surrounds it.
  • the result is a corresponding effect in the event of a crash, as previously explained for rotary catch 2.
  • the supporting forces of the pawl 7 are thus derived in the housing 1 over large force transmission surfaces. This has the advantages explained above for the rotary latch 2 in a corresponding manner for the pawl 7.
  • Fig. 3 further shows that the pivot axis 10 of the rotary latch 2 is mounted in a plastic bearing 14 with elastically deformable bearing bodies 15.
  • the bearing bodies 15 of the plastic bearing 14 are hollow and can be deformed in the event of loads lying transversely to the axial direction, but return to their original position after the forces which have occurred are no longer present. Thereby the swivel axis 10 is returned to the original position even after a crash.
  • a corresponding plastic bearing 14 is also shown in FIG. 2b with the pawl 7 with corresponding advantages. If it is not subject to other deformations, the motor vehicle door lock of the construction according to the invention is functional again after a crash occurs.
  • the pivot axis 10 or 20 is a metal axis.
  • it could also consist of a plastic on its own, which is the case, for example, in the exemplary embodiment from FIG. 7.
  • the previously explained teaching of the invention allows the arrangement of the pivot axis 10 in a classic manner with a pivot bearing in the catch 2.
  • the pivot axis 10 is fixed in or on the rotary latch 2, projects on both sides of the rotary latch 2 and is mounted on the housing 1 or on the lock support plate. This has the advantages explained in the general part of the description with regard to the position and guidance of the catch 2 against laterally directed forces. This applies as a design option in a corresponding manner for the pawl 7 as can be seen in FIGS. 2a and 2b.
  • the embodiment which is shown in Figures 5, 6 and 7, is characterized by a further teaching of the invention, namely in that the rotary latch 2 made of a highly resistant material, ring-like outer part 16 and a plastic arranged therein existing inner part 17.
  • the rotary latch 2 is again designed as a disk.
  • the outer part 16 consists of metal, in particular steel.
  • the force transmission area between the rotary latch 2 and the pawl 7 is thus realized in metal, the inner area with the possibly complicated shapes provided there is made of plastic in the inner part 17.
  • the outer part 16 is made of highly resistant material, but not made of metal, but For example, it consists of a high-strength, fiber-reinforced plastic.
  • the outer part 16 could also consist of sintered material.
  • the inner part 17 consists of several individual parts 17a, 17b.
  • the inner part 17 could be clipped into the outer part 16, which is very expedient in terms of production technology.
  • the two individual parts 17a, 17b of the inner part 17 are clipped together with the outer part 16 being interposed.
  • the formations used for clipping are thereby realized in the individual parts 17a, 17b of the inner part 17, which has manufacturing advantages.
  • 7 shows the realization of the pivot axis 10 as an integrated axis made of plastic in the individual part 17a of the inner part 17th
  • the pawl 7 one can easily imagine corresponding design options, for example the pawl of the pawl 7, which has the counter-locking surface 9, should advantageously be made of metal.
  • FIGS. 8 and 9 Another exemplary embodiment is shown in FIGS. 8 and 9.
  • the catch 2 is profiled in the surface, in particular provided with three-dimensional formations 18.
  • the catch 2 is designed as a metal part with a plastic casing 19.
  • the plastic casing 19 can follow the formations 18. However, it is particularly preferred if the plastic casing 19 has a smooth outer surface.
  • FIG. 8 is based on the fact that the rotary latch 2 is embodied in plastic provided with a supporting grid, a reinforcement and / or a reinforcement in areas which are particularly stressed in operation and / or that metal parts are embedded in the rotary latch 2, which is basically made of plastic, in special load areas, in particular on the main catch 6 and the preliminary catch 6 '.
  • Fig. 10 shows a further teaching of the invention, which also leads to a reduction in manufacturing costs with regard to the catch 2.
  • Fig. 10 shows a further teaching of the invention, which also leads to a reduction in manufacturing costs with regard to the catch 2.
  • the rotary latch 2 is constructed in a sandwich construction, in particular with a layer sequence of metal / plastic / metal. 10 that the engagement surface of rotary latch 2 and pawl 7 on the locking surfaces 6, 9 is profiled in the axial direction, i.e. in the direction of the pivot axis 10, so that the pawl 7 with the rotary latch 2 here in the axial direction in a form-fitting manner Intervention stands.
  • This is known from the prior art (see introduction to the description), but can be implemented particularly expediently with the sandwich technology of the invention.
  • the sandwich technology in particular this is shown in FIG. 10d, allows the formation of form-fitting designs 24, 25 in the area of engagement of the rotary latch 2 and pawl 7 simply by differently dimensioning the layers of the layer
  • FIG. 10a shows, moreover, a rotary latch 2 and pawl 7 which is not designed using sandwich technology
  • FIG. 10c shows a construction having only two layers. In any case, beyond the fixation achieved by the wider mounting of the catch 2 and possibly the pawl 7, this technique further complicates a lateral sliding of the catch 7 from the catch 2. This increases functional safety in normal operation and especially in the event of a crash.

Abstract

L'invention concerne une serrure de portière de véhicule ou similaire, comprenant un boîtier (1) ou une plaque de support de serrure, un loquet rotatif (2) comportant un évidement (3) permettant de loger une clavette de serrage (4) ou une goupille de fermeture, ainsi qu'un cran d'arrêt (7) pour bloquer le loquet rotatif (2) dans une position de blocage correspondant à la position fermée de la porte du véhicule. Afin d'optimiser les éléments de blocage, à savoir le loquet rotatif (2) et le cran d'arrêt (7), une pluralité de mesures complémentaires sont mises en oeuvre, conjointement ou individuellement. Il importe en particulier de prévoir des positionnements différenciés du loquet rotatif (2) et du cran d'arrêt (7). A cet effet, le matériau, la forme et/ou le positionnement du pivot (10) du loquet rotatif (2) et du pivot (20) du cran d'arrêt (7), sont choisis pour des conditions de fonctionnement normales. Cependant, en cas d'apparition de forces de déclenchement brutal (collision), considérablement supérieures aux forces qui apparaissent dans des conditions de fonctionnement normales, un déplacement du loquet rotatif (2) ou du cran d'arrêt (7) permet l'absorption de ces forces de déclenchement brutal, en majeure partie, par l'intermédiaire d'une zone d'appui d'un évidement (11) comprenant le loquet rotatif (2) ou d'un évidement (21) comprenant le cran d'arrêt (7).
EP97929117A 1996-08-02 1997-06-19 Serrure de portiere de vehicule ou similaire Revoked EP0917614B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19631262 1996-08-02
DE19631262A DE19631262A1 (de) 1996-08-02 1996-08-02 Kraftfahrzeug-Türschloß od. dgl.
PCT/DE1997/001261 WO1998005841A1 (fr) 1996-08-02 1997-06-19 Serrure de portiere de vehicule ou similaire

Publications (2)

Publication Number Publication Date
EP0917614A1 true EP0917614A1 (fr) 1999-05-26
EP0917614B1 EP0917614B1 (fr) 2003-01-29

Family

ID=7801617

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97929117A Revoked EP0917614B1 (fr) 1996-08-02 1997-06-19 Serrure de portiere de vehicule ou similaire

Country Status (5)

Country Link
US (1) US6209932B1 (fr)
EP (1) EP0917614B1 (fr)
JP (1) JP2000515596A (fr)
DE (2) DE19631262A1 (fr)
WO (1) WO1998005841A1 (fr)

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DE19956012C1 (de) * 1999-11-20 2001-08-30 Bosch Gmbh Robert Kraftfahrzeug-Türschloß
GB0003688D0 (en) * 2000-02-18 2000-04-05 Meritor Light Vehicle Sys Ltd A latch mechanism
DE10033772A1 (de) 2000-07-12 2002-01-24 Volkswagen Ag Schloßanordnung,insbesondere für eine Kraftfahrzeug- Fronthaube
US6668422B2 (en) * 2001-12-13 2003-12-30 Ron Tolmei Safety device to prevent the unintentional closing of a vehicle's trunk or hood lid
DE102004014805A1 (de) * 2004-03-24 2005-10-13 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeugschloß mit geräuschoptimierten Schließelementen
EP1747336B1 (fr) * 2004-04-30 2012-12-12 Intier Automotive Closures Inc. Mecanisme de verrouillage rotatif pour une poignee de portiere de vehicule exterieure
US8408612B2 (en) * 2004-04-30 2013-04-02 Intier Automotive Closures Inc Rotary locking mechanism for outside vehicle door handle
DE102006028423A1 (de) * 2006-06-21 2007-12-27 Volkswagen Ag Drehfalle eines Schlosses, insbesondere einer Fahrzeugtür eines Kraftfahrzeuges
DE202006016158U1 (de) * 2006-10-21 2008-03-27 Kiekert Ag Kraftfahrzeugtürverschluss
CN101379257B (zh) * 2006-11-09 2013-03-20 克劳斯·W·加特纳 包括转动阻挡装置和防擅自动用机构的锁组件
DE202006018500U1 (de) * 2006-12-05 2008-04-17 Kiekert Ag Kraftfahrzeugtürverschluss
GB0703597D0 (en) 2007-02-23 2007-04-04 Meritor Technology Inc Latch assembley
DE102007041478A1 (de) * 2007-08-31 2009-03-05 Kiekert Ag Gesperrebauteil für ein Kraftfahrzeugschloss mit einer Drehachse-Lagerstelle
DE102007059510C5 (de) * 2007-12-07 2011-05-12 Keiper Gmbh & Co. Kg Element für einen Fahrzeugsitz
DE102008063489A1 (de) * 2008-12-17 2010-06-24 Kiekert Ag Vorrichtung für ein Kraftfahrzeugschloss
DE202009010681U1 (de) † 2009-08-07 2009-12-17 Huf Hülsbeck & Fürst Gmbh & Co. Kg Öffnungs- und/oder Schließmechanismus an Türen, Klappen odg., insbesondere an Fahrzeugen
DE102010011322A1 (de) * 2010-03-13 2011-09-15 Volkswagen Ag Drehfalle eines Schlosses
CN102959166B (zh) * 2010-04-07 2016-03-02 沙金特&绿叶公司 抗震锁
US9458647B2 (en) * 2013-10-29 2016-10-04 Mg Tech Center Bv H.O.D.N. Lock Technology Rotary blocking device
CN103993780A (zh) * 2014-04-29 2014-08-20 南京东屋电气有限公司 一种锁具及其转动栓
DE102014107390A1 (de) * 2014-05-26 2015-11-26 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE202014105005U1 (de) * 2014-10-20 2016-01-22 BROSE SCHLIEßSYSTEME GMBH & CO. KG Sperrwerk für eine Kraftfahrzeugkomponente
DE102016123659A1 (de) 2016-12-07 2018-06-07 Kiekert Ag Kraftfahrzeugtürschloss
FR3102498B1 (fr) * 2019-10-29 2021-12-10 U Shin France Serrure pour ouvrant de véhicule automobile

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Also Published As

Publication number Publication date
JP2000515596A (ja) 2000-11-21
DE19631262A1 (de) 1998-02-05
DE59709238D1 (de) 2003-03-06
EP0917614B1 (fr) 2003-01-29
WO1998005841A1 (fr) 1998-02-12
US6209932B1 (en) 2001-04-03

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