EP2057332A1

EP2057332A1 - Motor vehicle door lock

Info

Publication number: EP2057332A1
Application number: EP05783474A
Authority: EP
Inventors: Michael Strathmann; Stephan Mittelbach; Dirk Eichel; Rolf Meier
Original assignee: Kiekert AG
Current assignee: Kiekert AG
Priority date: 2004-08-27
Filing date: 2005-08-18
Publication date: 2009-05-13
Anticipated expiration: 2025-08-18
Also published as: EP2057332B1; DE102005007433A1; DE502005009988D1; WO2006021190A1

Abstract

The invention relates to a motor vehicle door lock comprising a rotating latch (1) and a ratchet (4), with provision of an end stop (6) for the rotating latch (1), to limit over-travel on a closing process. A braking ramp (8) is provided on the end stop (6), for a noise-reducing braking of the rotating latch (1) in the over-travel region, on hitting the end stop (6).

Description

Kraftfahrzeuqtürverschluss

Description:

The invention relates to a motor vehicle door lock, with at least one locking mechanism with essentially a catch with a main catch and optionally a latch for an incident pawl, with a cooperating with the catch bolt, and with an end stop for the locking mechanism to limit an overstroke of the catch when closing of the locking mechanism.

In such motor vehicle door closures one always endeavors to dampen or reduce the noise when, on the one hand, the locking bolt enters an inlet mouth and is held fast by the rotary latch in its main locking position, while on the other hand, care must be taken that the locking pawl cooperating with the rotary latch does not leave the Hauptrast¬ area when the catch performs an overstroke in the course of their closing movement. Such an overstroke is required to ensure a safe engagement of the pawl in the main latching position, taking into account the tolerances required for the closing movements.

In fact, a door belonging to the motor vehicle door lock can be forced into an associated opening of a motor vehicle body by means of forcibly existing elasticities, for example of a circumferential door rubber seal, beyond the main locking position. This can be done both manually by an operator and also by a motor, caused for example by a closing aid. Both procedures correspond to the above-mentioned overtravel for the catch. That is, the engaging in the inlet mouth of the catch locking bolt moves the catch in this process beyond the position belonging to the main branch. Around

To limit this overshoot, the rotary latch or the locking mechanism is assigned to the end stop.

In the prior art, there are various approaches to realize such an end stop. For example, DE 199 42 360 C2 describes such a motor vehicle door lock which has a closing aid for the rotary latch. The closing aid has a. Rocker with a reversing member mounted thereon. In addition, a pivotally mounted closing pawl is realized.

With the aid of an electromotive drive, the rocker is driven by the reversing member and the closing pawl until the already mentioned overstroke is reached. In this situation, the pawl may enter the main catch of the rotary latch while an associated crank mechanism of the electric motor drive has reached its top dead center. Shortly before the upper dead center has been reached, the Umsteuerglied proposes to a housing-side stop or end stop. Details of the end stop remain open.

In addition, known from DE 196 52 012 A1 a door lock for a motor vehicle door, wherein the catch is biased by means of a spring in the open position. Before reaching the closed position, a friction brake is effective, which delays the pivotal movement of the rotary latch. For this purpose, the friction brake is constructed relatively complicated. Incidentally, it can not be ensured that no disturbing noises when casserole of the catch on the known end stop are observed.

In the context of DE 43 03 532 A1 is an immediately before reaching the

Realized closing position effective friction brake, which delays the pivotal movement of the fork bolt. The friction brake is characterized by a in formed an oval recess of the rotary latch engaging oval-shaped component, wherein the maximum diameter of the component is equal to the minimum diameter of the recess. Also in this case, a structurally complex design is pursued.

The same applies to the finally yet to be mentioned DE 44 20 185 A1, which in turn provides a biased in the open position spring as quasi end stop for a rotary latch.

The invention is based on the technical problem of further developing a motor vehicle door lock of the embodiment described above such that, with a simple construction in the course of closing the locking mechanism, a significant reduction of the impact noise when running onto the end stop is achieved.

This object is achieved by the invention in a generic motor vehicle door lock characterized in that the stop is assigned a brake wedge for noise-reducing braking of the rotary latch in the overstroke in the course of casserole on the end stop. - It is understood that the end stop can act directly on the catch. But it is equally well possible that the end stop, as it indirectly decelerates the catch by a decoupling with the rotary latch transmission member undergoes a delay. Further falls under the subject invention, a variant in which one or more members of an electric motor drive for the rotary latch are braked by means of the end stop, as is traced in the above-mentioned DE 199 42 360 C2.

In any case, these measures of the invention result in that

Impact sound of the catch, which is regularly made of metal and may have a plastic coating, in the course of casserole on the End stop when closing the locking is considerably reduced. Because the brake wedge ensures that the catch (or the above-mentioned transfer member or a part of the drive) is slowed down sufficiently before it reaches the end stop. This also applies to a possible rebound. Consequently, an increased noise reduction and functional reliability is achieved when closing the locking mechanism.

Incidentally, the brake wedge in connection with the end stop can be realized constructionally without problems. End stop and brake wedge may for example be made in one piece. Then an embodiment made of plastic has proven itself.

Further inventive features are listed below. Thus, the brake wedge is preferably upstream of the end stop in the closing direction of the rotary latch (or the transmission member) and, as it were, tapers the closing path. According to the invention, the brake wedge of a sound-absorbing or -mindernden material, eg. As plastic or has a sheath of a sound-absorbing or -mindernden material such as plastic. Furthermore, the brake wedge can be arranged on a lock case and / or on a lock housing. In most cases, it has been proven to mold the brake wedge to the lock housing, because this is usually made of plastic. This is advantageous in terms of manufacturing technology.

In principle, however, the brake wedge can also be attached to the lock case, wherein the lock case is usually made of metal and has a U-shaped cross-section, with the rotary latch and the pawl are regularly mounted on its U-base.

Furthermore, the invention provides that the catch additionally has a buffer pocket and this buffer pocket in the closing direction of the catch is assigned its own buffer stop on the lock case for impact reduction during the closing process. The buffer stop can also be provided on the lock case and / or the lock housing.

Conveniently, the buffer pocket still has a cooperating with the buffer stop bulge in order to optimize a reduction of the impact and in this respect to support the wedge braking effect.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. Show it:

Fig. 1 shows a motor vehicle door lock according to the invention schematically, reduced to rotary latch and pawl, which are in the main latching position and

Fig. 2 shows a detail of a lock case with catch, end stop and brake wedge, buffer pocket and buffer stop.

In the figures, a motor vehicle door lock is shown, which is composed of a locking mechanism consisting essentially of a catch 1 with main catch 2 and possibly pre-catch 3 and a pawl 4. In addition, it can be seen an inlet mouth 5 for a cooperating with the catch 1 and not shown locking bolt. With the help of the locking bolt, which enters the inlet mouth 5 when closing an associated motor vehicle door, the rotary latch 1 is rotated in the clockwise direction in FIG. 1 until the rotary latch 1 moves against an end stop 6.

Shown is a variant, according to which the rotary latch 1 interacts directly with the end stop 6. In principle, however, it is also possible that a transmission member connected to the rotary catch 1 strikes the end stop and thus ensures that the rotary latch 1 experiences a noise-reducing braking when the main locking position is reached. The Endan¬ shock 6 is usually arranged in the lock case 7 and consequently - like this - made of metal. For reasons of a cost-effective production, one usually resorts to a beveling of the lock case 7, which is simply to be realized by notching and deep-drawing, as an end stop 6. With the help of the end stop 6, an overstroke Ü of the rotary latch 1 when closing the locking mechanism 1, 4 is limited. This overstroke Ü is indicated in FIG. 1.

In order to prevent a hard hitting the rotary latch 1 against the metallic end stop 6 in the lock case 7 and rather to achieve a noise-reducing start, the end stop 6 is a

Brake wedge 8 assigned. This serves for noise-reducing braking of the

Rotary latch 1 in the overstroke when approaching the end stop 6. The

Brake wedge 8 is the end stop 6 upstream in the closing direction of the rotary latch 1 and consists of a noise-reducing material, eg. B.

Plastic. This is achieved by the invention by the brake wedge 8 is preferably formed on a likewise made of plastic lock housing 12.

It can be seen the lock housing 12 in FIG. 2, where it is merely indicated. The lock housing 12 is combined with the lock case 7. During this process, the brake wedge 8 assigned to the end stop 6 automatically experiences the positioning shown in FIG.

Furthermore, the rotary latch 1 has a buffer pocket 9. This buffer bag 9 is usually provided as in a plastic casing 13 of the catch 1

Slit realized which extends substantially parallel to an associated buffer stop 10 in the closing direction of the rotary latch 1 (see Fig. 1). In fact, the buffer pocket 9 is associated with the buffer stop 10 in the closing direction S of the rotary latch 1. Like the end stop 6 and the buffer stop 10 is attached to the lock case 7 or is part of the same. In principle, however, the buffer stop 10 can also be molded onto the lock housing 12.

In any case, the buffer stop 10 in conjunction with the buffer pocket 9 ensures that an impact reduction of the rotary latch 1 takes place during the closing operation. For this purpose, a cooperating with the buffer stop 10 bulge 11 is realized, which is arranged in the main latching position of the rotary latch 1 between the buffer pocket 9 and the buffer stop 10 (see Fig. 1).

The operation is as follows. Once the pawl 4 has left the pre-restraint 3 of the catch 1, because it is rotated clockwise about the entering in the inlet mouth 5 locking pin about its axis 15 in FIG. 1, the catch 1 runs shortly before reaching the main catch 2 against the brake wedge 8. The oblique brake wedge 8 ensures that an edge 14 of the rotary latch 1 increasingly experiences a wedge effect with respect to the axis of rotation 15 of the rotary latch 1 and as a result thereof the rotary latch 1 is braked.

As soon as the catch 1 reaches the main catch 2, the bulge 11 abuts against the buffer stop 10. If an electric motor drive for the rotary latch 1 now ensures that the rotary latch 1 completes the overtravel Ü or if this is manually caused by an operator, then the buffer pocket 9 arranged in the closing direction S in front of the bulge 11 or the slot in the plastic casing 13 of FIG Rotary latch 1 sure that this overrun Ü is allowed, because the bulge 11 can escape elastically into the buffer pocket 9.

In addition, the brake wedge 8 permits such movements of the rotary latch 1. This naturally increases its wedge effect. The overstroke is additionally limited if the bulge 11 is completely immersed in the buffer pocket 9. Because then every other way in a material deformation of the bulge 11 is implemented. In conjunction with the increasing wedge effect of the brake wedge 8, an associated spring constant of the brake wedge 8 as well as of the aggregate of bulge 11 and buffer pocket 9 increases strongly progressively. In any case, a particularly noise-reduced braking of the rotary latch 1 in the overstroke range in the course of running onto the end stop 6 is thereby achieved. This is possible with structurally simple and inexpensive means.

Claims

claims:

1. Motor vehicle door lock, with at least one locking mechanism (1, 4) with essentially a rotary latch (1) with a main catch (2) and optionally a preliminary catch (3) for an incident pawl (4), with one with the rotary latch (1) cooperating locking bolt, and with an end stop (6) for the locking mechanism (1, 4) for limiting an overstroke of the rotary latch (1) when closing the locking mechanism (1, 4), characterized in that the end stop (6) has a brake wedge (8 ) is assigned to the noise-reducing braking of the rotary latch (1) in the overstroke in the course of the run on the end stop (6).

2. Motor vehicle door lock according to claim 1, characterized in that the brake wedge (8) is arranged upstream of the end stop (6) in the closing direction (S) of the rotary latch (1).

3. Motor vehicle door lock according to claim 1 or 2, characterized gekenn¬ characterized in that the brake wedge (8) made of a noise-reducing material, for. B. plastic or has a sheath of such a noise-reducing material.

4. Motor vehicle door lock according to one of claims 1 to 3, characterized in that the brake wedge (8) on the lock case (7) and / or lock housing (12) is arranged.

5. Motor vehicle door lock according to claim 4, characterized in that the brake wedge (8) to the lock housing (12) is integrally formed.

6. Motor vehicle door lock according to one of claims 1 to 5, characterized in that the rotary latch (1) has a buffer pocket (9) and This buffer bag (9) in the closing direction (S) of the rotary latch (1) is associated with a buffer stop (10) for impact reduction during the closing operation.

7. Motor vehicle door lock according to claim 6, characterized in that the buffer stop (10) on the lock case (7) and / or on the lock housing (12) is arranged.