EP2339098B1 - Motor vehicle lock assembly - Google Patents

Description

The invention relates to a motor vehicle lock arrangement having the features of the preamble of claim 1 and to another motor vehicle lock arrangement having the features of the preamble of claim 13.

The motor vehicle lock arrangement in question is in any case equipped with a motor vehicle lock. The motor vehicle lock arrangement is also regularly equipped with at least one door handle, in particular with a door inside handle and / or outside door handle, in order to be able to open the motor vehicle lock via a corresponding user actuation. The term "motor vehicle lock" all types of door, hood or flap locks are summarized.

Motor vehicle locks are expected to cause no malfunction even at high crash accelerations occurring in the event of a crash. It is all about ensuring that the doors of the motor vehicle do not jump open during the crash. This is not infrequently the case, since, for example, a side impact can cause an outside door handle, so to speak, to "stop" due to its inertia, resulting overall in a relative movement between the outside door handle and the vehicle door. The result is a self-acting by the crash accelerations and, of course, undesirable operation process.

To counteract an undesired, automatic actuation movement of a functional element such as an outside door handle of the motor vehicle lock arrangement, the motor vehicle lock arrangement is regularly assigned a safety device.

In the EP 0 684 357 A2 a locking device for a motor vehicle door lock is described in which a lever engages in a recess of the handle shaft and thereby prevents its outward movement.

In the known motor vehicle lock arrangement ( DE 20 2006 011 206 U1 ), from which the invention proceeds, the safety device is associated with a Bowden cable between an outside door handle and a motor vehicle lock. The Safety device consists of a damping element which is designed in the manner of an air shock absorber. An advantage of the above safety device is the fact that their function is independent of the direction of the respective crash acceleration. The disadvantage is that a certain constructive implementation effort is associated with this safety device. Other safety devices for motor vehicle lock arrangements ( DE 196 24 640 C1 ) use a deflectable blocking element to block the relevant functional element in the event of a crash. The motor vehicle lock this motor vehicle assembly is equipped with the usual closing elements latch and pawl and with an actuating mechanism. The actuating mechanism has an external operating lever which carries the blocking element. In a side impact crash accelerations act directly on the blocking element and adjust the blocking element against the force of a spring, whereby the operation of the external operating lever is temporarily blocked. After the elimination of the crash accelerations, the blocking element is spring-loaded returned to its rest position, so that the operation by the user is possible again. The disadvantage with such an arrangement is the fact that the function of the safety device is dependent on the direction of the respective crash acceleration. Alternative safety devices, such as in FR 2 918 693 A1 disclosed, instead of blocking elements provide freewheeling elements that cause a transfer of the actuating movement in a freewheeling motion in the event of a crash.

The invention is based on the problem, the known motor vehicle lock arrangement to design and further develop such that the function of the safety device is ensured with low structural design.

The above problem is solved in a motor vehicle lock assembly according to the preamble of claim 1 by the features of the characterizing part of claim 1.

It is essential that the safety device has a deflectable blocking element which can be deflected into a blocking position in which an actuating movement of the functional element can be blocked by the blocking element, that the blocking element is associated with a latching arrangement which engages in the blocking position in a deflection of the blocking element and that the latched latching arrangement holds the blocking element in the blocking position.

According to claim 15, caused by the crash accelerations, first actuating movement of the functional element itself can be used to deflect a blocking element against a bias in a blocking position and thus to block the continuation of the actuating movement of the functional element.

While the use of the first crash-induced actuating movement of the functional element ensures high reliability regardless of the direction of the respective crash acceleration, can be achieved with the use of a deflectable blocking element in addition a robust and extremely compact structural design.

The blocking element is preferably at least in a range of movement of the functional element via a coupling arrangement with the functional element coupled such that an actuation movement of the functional element via the coupling arrangement causes a deflection movement of the blocking element against its bias in the direction of the blocking position. This is not a problem for the normal operating actuation movement, since the arrangement is made such that the resulting, normal operation according to deflection movement does not lead to the blocking position. The normal operating deflection speed of the blocking element is still so small that the inertia of the blocking element plays no role.

The situation is different in the event of a crash, in which high crash accelerations can act, which can lead to an automatic actuation movement of the functional element and thus via the coupling arrangement to a deflection movement of the blocking element with high deflection speed. By means of sufficiently high crash accelerations, an above deflection movement can be effected with such a deflection speed that the mass inertia of the blocking element causes a deflection beyond the normal operating deflection into the blocking position, so that the blocking element blocks the continuation of the actuating movement of the functional element.

With regard to the energetic conditions, it is preferable that the blocking element by each actuation movement of the functional element via the functional element with a deflection movement, which is connected to a corresponding kinetic energy, is applied. This kinetic energy is then converted into potential energy in the biasing element, which is preferably a spring element. The degree of deflection thus depends on the amount of kinetic energy and thus on the deflection speed, which can be sufficiently high in the event of a crash to achieve the blocking position.

The above loading of the blocking element with the kinetic energy can take place depending on the design of the coupling arrangement via a joint between the functional element and the blocking element or by a ramp-shaped o. The like. Acceleration of the blocking element by the functional element.

According to the proposal, as mentioned above, a locking arrangement is proposed, which engages in a blocking of the blocking element in the blocking position and then holds the blocking element in the blocking position. This makes it possible to ensure that the blocking element does not prematurely fall back into its blocking element starting position in the event of a crash. Rather, the blocking position of the blocking element is "stored" by the latching arrangement.

In the particularly preferred embodiment according to claim 2, the functional element is the external operating lever of the motor vehicle lock. This can be done in a structurally particularly simple way an integration of the safety device in the motor vehicle lock.

According to the invention, the blocking element consists of spring steel. In the particularly preferred embodiments according to claims 3 and 12, the blocking element is equipped with a resiliently bendable wire or strip, which is referred to below as "spring element". According to the invention, the constructive realization is particularly simple if the blocking element consists solely of the spring element.

For the release of the locking arrangement different advantageous variants are conceivable. In a particularly preferred embodiment according to claim 4, it is in one Variant provided that an actuation of the door inner handle causes the release of the latching arrangement.

The particularly preferred embodiments according to claims 6 to 12 relate to the consideration to use an actuating start of the functional element to release the locking arrangement. After the occurrence of the crash accelerations in question, the blocking element falls into the blocking position while the latching arrangement engages simultaneously. With a subsequent actuation start, which is initially connected with a blocking of the actuating movement, the latching arrangement is achieved. This takes into account the fact that the probability of a double, crash-induced actuation movement by the functional element is almost impossible.

In the preferred embodiments according to claims 9 and 10, the locking arrangement is equipped with a blocking element contour, resulting in a structurally simple embodiment of the overall arrangement.

With claim 13 it is made clear that the proposed solutions can also be implemented with a safety device which does not block the actuation movement in the event of a crash, but rather a transfer of the actuation movement into a freewheeling movement.

Fig. 1

die wesentlichen Komponenten einer vorschlagsgemäßen Sicherheitseinrichtung,

Fig. 2

die wesentlichen Komponenten einer weiteren vorschlagsgemäßen Sicherheitseinrichtung,

Fig. 3

ein Kraftfahrzeugschloss mit einer weiteren vorschlagsgemäßen Sicherheitseinrichtung bei normalbetriebsgemäßem Gebrauch in einer perspektivischen Ansicht,

Fig. 4

das Kraftfahrzeugschloss gemäß Fig. 3 in der Ansicht IV,

Fig. 5

die Detailansicht A gemäß Fig. 4 bei normalbetriebsgemäßem Gebrauch,

Fig. 6

die Ansicht gemäß Fig. 5 bei eingerasteter Rastanordnung,

Fig. 7

die Ansicht gemäß Fig. 5 bei im Zwischen-Verstellbereich befindlichem Blockierelement, und

Fig. 8

die wesentlichen Komponenten einer weiteren vorschlagsgemäßen Sicherheitseinrichtung.

In the following the invention will be explained in more detail with reference to a drawing illustrating only embodiments. In the drawing shows

Fig. 1

the essential components of a proposed safety device,

Fig. 2

the essential components of another proposed safety device,

Fig. 3

a motor vehicle lock with a further proposed safety device in normal operational use in a perspective view,

Fig. 4

the motor vehicle lock according to Fig. 3 in view IV,

Fig. 5

the detailed view A according to Fig. 4 in normal use,

Fig. 6

the view according to Fig. 5 with latched latching arrangement,

Fig. 7

the view according to Fig. 5 in the intermediate Verstellbereich befindlicher blocking element, and

Fig. 8

the essential components of another proposed safety device.

The motor vehicle lock arrangement according to the proposed teaching is equipped with a motor vehicle lock. The term "motor vehicle lock", as already mentioned in the introductory part of the description, all types of door, hood or flap locks summarized.

The motor vehicle lock arrangement has an actuatable functional element 1 and a safety device 2 assigned to the functional element 1. The functional element 1 may for example be associated with the actuating mechanism of the motor vehicle lock. In the illustrated and insofar preferred embodiments, the functional element 1 is the external actuating lever 1 of the motor vehicle lock, which is coupled via a Bowden cable 1a with an outside door handle.

The safety device 2 is coupled to the functional element 1 or coupled to counteract unwanted, automatic actuation of the functional element 1 by occurring in the event of a crash crash accelerations. In the case of designed as an external actuating lever 1 functional element 1 hereby ensures that the door or flap, which is assigned to the motor vehicle lock, does not open automatically in the event of a crash.

The safety device 2 has a deflectable blocking element 3 which can be deflected out of a blocking element starting position into a blocking position against a prestressing element configured as a spring bias.

The terms "preload" and "preload" mean here only that a deflection of the blocking element 3 takes place against a biasing force. In the blocking element-starting position of the blocking element 3 and in the case of an unactuated functional element 1, the blocking element 3 can in principle be free of forces.

In a preferred embodiment, a certain clearance between the functional element 1 and the blocking element 3 is provided in the blocking element initial position of the blocking element 3 and in the case of the unactuated functional element 1. It is also conceivable, however, for the blocking element 3 to be in contact with the functional element 1 in its blocking element initial position and in the case of the unactuated functional element 1 and, in particular, to press the functional element 1 with a force. The latter variant is particularly advantageous with regard to the prevention of rattling noises.

In the drawing, the blocking element 3 standing in its blocking element starting position is shown in solid line and the blocking element 3 standing in the blocking position is shown in dashed line. It follows from the shapes of the functional element 1 to be explained in detail on the one hand and the blocking element 3 on the other hand that when the blocking element 3 is in the blocking position, the actuating movement 4 is blocked by the blocking element 3.

At the in Fig. 1 The blocking element 3 is preferably coupled to the functional element 1 via a coupling arrangement 5, which will be explained later. In this case, the arrangement is such that an actuating movement 4 of the functional element 1 via the coupling arrangement 5 to a deflection movement of the blocking element 3 against its bias in the direction the blocking position leads. This coupling can also be provided only in a range of movement of the functional element 1.

In normal operation causes an actuating movement 4 of the functional element 1, in Fig. 1 To the left, via the coupling arrangement 5, a deflection movement 6 of the blocking element 3, in Fig. 1 to the right, but without the blocking element 3 reaches the blocking position. The deflection counteracts the spring tension of the blocking element 3, which in Fig. 1 is indicated by the reference numeral "7".

In the event of a crash, an automatic actuation movement 4 of the functional element 1 and thus via the coupling arrangement 5 a deflection 6 of the blocking element 3 with such a deflection can be effected by high crash accelerations, that the inertia of the blocking element 3 is a deflection beyond the normal operation according to deflection in the dashed line Blocking causes, so that the blocking element 3 blocks the continuation of the actuating movement 4 of the functional element 1.

The actuating movement 4 of the external actuating lever 1 causes a deflection of the blocking element 3 by means of a forced coupling only up to the normal operation according to deflection, which is seen from the blocking element-starting position of the blocking element 3 from the blocking position. In a particularly rapid deflection movement 6, which can be caused by a crash-related, automatic actuation movement 4 of the external actuating lever 1, the deflection movement 6 is continued by the inertia of the blocking element 3 against the bias of the blocking element 3 into the blocking position, resulting in the above-mentioned blocking the continuation of the actuating movement 4 of the functional element 1 leads.

Interesting in the design of in Fig. 1 shown coupling arrangement 5 is the fact that the coupling between the functional element 1 and the blocking element 3 takes place only on one side. Namely, the coupling arrangement 5 is preferably configured such that the blocking element 3 can be deflected, at least in a deflection region of the blocking element 3, substantially free of the functional element 1 in the direction of the blocking position. With "essentially free "is merely meant that an adjustment of the blocking element 3 in the direction of the blocking position is not necessarily associated with an adjustment of the functional element 1, wherein a certain coupling between the functional element 1 and the blocking element 3, for example via an additional spring o. The like., remain Accordingly, it is preferably the case that, in the event of a crash, the blocking element 3 passes through the movement section between the normal operating deflection and the blocking position essentially free of the functional element 1 in the above sense.

Fundamental to the understanding of the crash-induced deflection movement 6 of the blocking element 3 is the fact that the deflection movement 6 takes place against the bias of the blocking element 3. The expansion of the deflection movement 6 is determined by the equilibrium of forces between the mass inertia force acting on the blocking element 3 and the spring force acting on the blocking element 3. It should be noted that the term "inertia force" here means the inertial force which is due to the deflection movement 6 of the blocking element 3 caused by the actuating movement 4 of the functional element 1.

Interesting in the proposed solution is also the fact that the bias of the blocking element 3 can be chosen so low that in normal operation, the reaction of the bias voltage to the functional element 1 is negligible.

The solution shown can be applied to all conceivable types of motor vehicle locks and associated functional elements. In a preferred embodiment, however, the motor vehicle lock is equipped with the usual closing elements latch and pawl, wherein the actuatable functional element 1, which is associated with the safety device 2, the pawl or a pawl associated pawl lever. With regard to the arrangement and the interaction of latch and pawl may be mentioned in the introductory part of the description DE 196 24 640 C1 to get expelled. This also applies to the operation of a motor vehicle lock, if necessary, already mentioned above, external operating lever 1 or internal operating lever.

An above external operating lever 1 of the motor vehicle lock is in particular coupled or couplable via a Bowden cable 1a with an outside door handle that the actuation of the external actuating lever 1, the opening of the motor vehicle lock, in particular the lifting of a pawl, is effected, wherein the actuatable functional element 1 preferably the external operating lever. 1 is. Alternatively or in addition to the external actuating lever may be provided an internal actuating lever which is coupled or coupled in a corresponding manner with a door inner handle.

In principle, however, the proposed safety device 2 can also be assigned to a door handle, in particular a door inner handle or an outside door handle, of the motor vehicle lock arrangement. Preferably, it is then so that the actuatable functional element 1, which is assigned to the safety device 2, a handle lever or the like of the respective door handle.

Due to the system, it is preferably provided that the functional element 1 in the event of a crash initially performs a first actuating movement 4 before it comes to a blockage by the blocking element 3. Accordingly, it is further preferably provided that the functional element 1 in its actuation movement 4 from the in Fig. 1 initially shown runs through a freewheel and that the crash-related blocking of the actuating movement 4 of the functional element 1 takes place within the freewheel. The freewheel must be designed accordingly so that when passing through the freewheel no actual operation, for example, the lifting of the pawl occurs.

There are various possibilities for the realization of the coupling arrangement 5 conceivable. Here and preferably, it is such that the coupling assembly 5 operates in the manner of a wedge gear.

The coupling arrangement 5 preferably has a guide contour on the functional element 1 or on the blocking element 3 and correspondingly on the blocking element 3 or on the functional element 1 a guide element 9 which engages or can be brought into engagement with the guide contour 8. The guide contour 8 is a shape in the manner of a wedge surface. Of course, curved surfaces or the like are also possible here.

At the in Fig. 1 illustrated and so far preferred embodiment, the functional element 1 is designed as a pivotable lever which is pivotable about a lever axis 10. Preferably, the guide element 9 is arranged on the designed as a lever functional element 1, which is here and preferably designed as projecting from the functional element 1 nose or the like.

Of course, numerous other embodiments of the guide element 9 are conceivable.

In the drawing, a very particularly advantageous embodiment of the blocking element 3 is shown. Here and preferably, it is such that the blocking element 3 has a resiliently flexible wire or strip, wherein the deflectability and the bias of the blocking element 3 is ensured by the spring elasticity of the spring element 3. In the embodiment according to the invention which can be realized particularly inexpensively, it is even the case that the blocking element 3 consists entirely of the spring element 3.

The advantage of the configuration of the blocking element 3 as a spring element is in particular that the bias of the blocking element 3 as explained above is generated by the resilient action of the blocking element 3 itself. On a separate spring element for the realization of the bias can therefore be omitted.

The spring element 3 is preferably fixedly mounted on a bearing 11. In the case of the realization of a fixed bearing for the spring element 3, the spring element 3 acts to some extent as a bending beam. When storing but it may also be a resilient, possibly resilient storage.

With regard to the choice of material for the spring element 3 is provided that this consists of spring steel.

Also for the shaping of the spring element 3, various advantageous alternatives are conceivable. Preferably, the spring element 3 has a circular cross-section. In particular, in terms of manufacturing technology, it may also be advantageous that the spring element 3 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.

In the illustrated and insofar preferred embodiments, the spring element 3 is partially configured straight. In this case, the spring element 3 is preferably formed as a one-piece wire, which has the same spring-elastic properties over its entire length.

In general, the spring element 3 is preferably elongated, wherein the spring element 3 can be deflected overall in order to ensure the deflectability of the blocking element 3 substantially perpendicular to its longitudinal extension.

The blocking engagement between the blocking element 3 and the functional element 1 can be realized very simply in the embodiment of the blocking element 3 as a spring element. It is preferably provided that the spring element 3 has a here and preferably hook-like portion 12 for blocking engagement with the actuatable functional element 1. For this purpose, the functional element 1 is equipped with a blocking lug 13, which, like the guide element 9, is realized as a bent nose.

The above-mentioned guide contour 8 can be easily realized in a designed as a spring element blocking element 3. For this purpose, it is preferably provided that the spring element 3 has a particular bent portion 14 which provides the guide contour 8 of the coupling assembly 5. This can also be the representation in Fig. 1 remove well.

For a better understanding, both the course of a normal operation operation and the sequence in the event of a crash on the basis of in Fig. 1 illustrated embodiment explained.

Since it is the in Fig. 1 illustrated functional element 1 is about the external operating lever 1 of the motor vehicle lock, the operation of an outside door handle by the user with an actuating movement 4 of the external actuating lever 1 is connected. In Fig. 1 this is a pivoting of the external operating lever 1 to the left. During this actuating movement 4, the guide element 9 of the external actuating lever 1 runs along the guide contour 8 of the blocking element 3 and deflects the blocking element 3 slightly into it Fig. 1 to the right. During this slight deflection, the blocking element 3 is not yet engaged with the blocking lug 13 of the external actuating lever 1. During the entire actuating movement 4, the blocking element 3 is pressed over the spring element 3 inherent bias in the direction of the undeflected position.

In the event of a crash, the speed or acceleration of the actuating movement 4 is many times higher than in normal operation. Again, the guide element 9 runs along the guide contour 8 along. As a result, a high speed of the blocking element 3, which accompanies a corresponding kinetic energy of the blocking element 3 (mass inertia), is already established in the first section of the actuating movement 4. At sufficient speed, the inertia causes the blocking element 3 reaches the blocking position against the spring force. The consequence is the blocking of the continuation of the actuating movement 4 of the functional element 1.

The proposed solution takes into account the fact that crash accelerations are anything but deterministic. This concerns the direction, the time and the height of the crash accelerations. Thus, it is not excluded that a renewed crash acceleration occurring during the return of the blocking element 3 does not lead to the necessary deflection of the blocking element 3 into the blocking position. To avoid this, it is proposed that the blocking element 3 is assigned a locking arrangement 15 which engages in a blocking of the blocking element 3 in the blocking position, wherein the locking arrangement 15 thus locked holds the blocking element 3 in the blocking position. Thus, once the blocking element 3 falls into the blocking position, this position of the blocking element is to a certain extent "stored".

In a preferred embodiment, the latched latching arrangement 15 is also detachable, wherein the released latching arrangement 15, the blocking element 3 releases again. This is necessary above all in the event of a crash in order to be able to free the occupants of the motor vehicle if necessary via an actuation of the external actuating lever.

In a particularly preferred embodiment, the arrangement is such that the release of the latching arrangement 15 by an actuation of the door inner handle, in particular of the internal operating lever or coupled to the internal operating lever, the motor vehicle lock is effected. This makes it possible in any case that the release of the locking assembly 15 is made from the inside. Other variants for releasing the locking arrangement 15 are conceivable.

In the illustrated and so far preferred embodiment of the blocking element 3 as described above wire or strip-shaped spring element, the latching arrangement 15 can be realized in a particularly simple manner. Here and preferably, it is such that the latching arrangement 15 has a locking shoulder 16, which is fixed to the housing and in which the spring element 3 engages in the blocking position due to its elasticity in a locking direction 17 in the deflection.

Fig. 1 shows that an adjustment of the blocking element 3 is connected from the initial position shown in solid line in the blocking position shown in dashed line with a slight deflection of the spring element 3 against the locking direction 17, since the spring element 3 runs on a run-on slope 18. When the blocking position is reached, the spring element 3 engages in the latching direction 17 in the latching shoulder 16.

Of particular importance in the above arrangement is the fact that the latching engagement between the locking shoulder 16 and the spring element 3 by a slight deflection of the spring element 3 counter to the latching direction 17 can be canceled and thus the locking assembly 15 in the above sense is solvable.

If, as suggested above, the latching arrangement 15 should be releasable by an actuation of the inside door handle or the inside actuating lever, it is proposed that the inside operating lever or a lever coupled to the inside operating lever be equipped with a run-on slope 19, which at a Operation of the door inner handle or the inner actuating lever comes into engagement with the spring element 3 and the spring element 3 deflects counter to the latching direction 17. The internal operating lever is indicated in the drawing only and has been provided with the reference numeral "20". The operating direction of the inner actuating lever 20 is indicated by the reference numeral "21".

The above aspect of the equipment of the safety device 2 with a latching arrangement 15 is the subject of the proposed teaching.

It is essential according to this teaching that the safety device 2 has a deflectable blocking element 3, which can be deflected into a blocking position, in which an actuating movement 4 of the functional element 1 can be blocked by the blocking element 3. It is also essential that the blocking element 3 is associated with a latching arrangement 15, which engages in a blocking of the blocking element 3 in the blocking position and that the latched latching arrangement 15 holds the blocking element 3 in the blocking position.

How the blocking element 3 reaches the blocking position is irrelevant according to the proposed teaching. Incidentally, all the above statements apply to a motor vehicle lock arrangement for the proposed teaching accordingly.

In particular, as in the arrangement according to Fig. 2 shown, according to the teaching according to an above coupling arrangement 5 between the functional element 1 and the blocking element 3 are also omitted. In normal operation then runs, for example, a hook-like portion 12 of the blocking element 3 in a slot 22 of the functional element 1. In the event of a crash, a deflection of the blocking element 3 directly by the crash accelerations effected, so that the hook-like portion 12 is disengaged from the slot 22 and any Actuating movement 4 of the functional element 1 blocked. It is accepted in favor of a simpler structure in that the function of the safety device 2 is dependent on the direction of the crash accelerations to a certain extent.

The Fig. 3 to 7 show a particularly preferred embodiment, in which the latching of the latching arrangement 15 following, here and preferably from a Starting position of the functional element 1 made, actuation start by the functional element 1 to a release of the latching arrangement 15 leads. The engagement of the latching arrangement 15 goes here as in the Fig. 2 illustrated embodiment to a mass inertia-related deflection of the blocking element 3 in the event of a crash back. An actuating movement 4 from the initial position can be for the normal operation of the representation according to Fig. 3 1, which corresponds to the starting position, an intermediate position and the fully deflected position no complete actuation movement 4, but only one actuation start-up FIGS. 6 and 7 remove. It must be pointed out in advance that the release of the locking arrangement 15 takes place during or after the subsequent return of the functional element 1 in its initial position.

In this context, it should also be noted that the engagement of the locking assembly 15 subsequent actuation startup leads only after the blocking of the actuating movement 4 for releasing the latching arrangement 15. This is necessary since in this preferred variant, in any case, a one-time blocking of the actuating movement 4 is provided. The safety device 2 thus effectively comprises a mechanical memory which blocks the first actuating movement 4 after the latching arrangement 15 engages and treats the subsequent actuating movement 4 in accordance with normal operating conditions. The in the FIGS. 3 to 7 illustrated, structural design shows a particularly simple implementation of such a mechanical memory.

The blocking element 3 is preferably in a blocking element starting position ( Fig. 3 . 4 . 5 ) and in the blocking position ( Fig. 6 ) brought. The blocking element 3 is held in the respective positions, in particular spring-driven. This is achieved by the fact that the blocking element 3 is supported in each case at corresponding, yet to be explained supporting points.

Of interest is the fact that the blocking element 3 here in an intermediate adjustment ( Fig. 7 ), which between the blocking element starting position ( Fig. 3 . 4 . 5 ) and the blocking position ( Fig. 6 ), and of there spring-locked into the blocking element-starting position engages, provided that no further to be explained holding measures for the blocking element 3 are made. The adjustment of the blocking element 6 of the in Fig. 6 illustrated blocking position in the in Fig. 7 shown intermediate position thus causes the blocking element 3 falls into the blocking element-home position, unless it is otherwise held.

Preferably comes during an actuation startup standing in the blocking position blocking element 3, the functional element 1 in engagement with the blocking element 3 and adjusts the blocking element 3 in the intermediate adjustment range, as can be seen from a synopsis of FIGS. 6 and 7 results. Important here is the fact that the functional element 1 is designed such that it holds the blocking element 3 during the complete blocking operation in the intermediate adjustment. After blocking the actuating movement 4, here during and in any event after the return of the functional element 1 to its starting position, the blocking element 3 is moved into its blocking element starting position (FIG. Fig. 5 ) Approved.

The actuation start of the functional element 1 itself thus ensures that the blocking element 3 is transferred into the intermediate adjustment range. Accordingly, it is provided that the blocking element 3 also blocks the actuating movement 4 of the functional element 1 in the intermediate adjustment range. For holding the blocking element 3 in the intermediate adjustment range during the blocking of the actuating movement 4, the functional element 1 is here and preferably equipped with a holding element 23, more preferably with a hook-like holding element 23. This holding element 23 comes, as in Fig. 7 shown, in engagement with the here and preferably wire-like blocking element. 3

The centerpiece of the in the FIGS. 3 to 7 Locking arrangement 15 shown consists of a blocking element contour 24, with which the blocking element 3 as shown in the drawing is engaged or can be brought.

In the illustrated embodiment, the blocking element contour 24 has a wedge slope 25, which is associated with the above-mentioned intermediate adjustment of the blocking element 3. The wedge slope 25 is over in the usual way a vertical extent 26 and a transverse extent 27 defined. The wedge slope 25 is adjoined at one end by an upper output support section 28 assigned to the blocking element initial position of the blocking element 3 and at the other end to a lower blocking support section 29 assigned to the blocking position of the blocking element 3. Both support sections 28, 29 each serve to support the blocking element 3 against its yet to be explained spring preload. It is essential at this point only that the two support portions 28, 29 are aligned with respect to their respective support direction substantially perpendicular to each other. Namely, the output support portion 28 supports the blocking member 3 in the height direction, while the blocking support portion 29 supports the blocking member 3 substantially in the transverse direction.

Of particular importance now is the fact that the blocking element 3 is biased in both the height direction and in the transverse direction or at least biased. The direction of the bias voltage can be adjusted by an adjustment of the blocking element 3 from the blocking position (FIG. Fig. 6 ) in the blocking element starting position ( Fig. 3 . 4 . 5 ) Best describe, since this adjustment is associated with a spring span in the vertical direction and with a spring relaxation in the transverse direction. The blocking element 3 is in Fig. 3 So biased down and biased to the left or biased.

The correct tuning of the spring preloads in vertical and transverse direction is of particular importance in the present case. This tuning is preferably such that the blocking element 3 located in the intermediate adjustment range and abutting the wedge slope 25 slidably falls along the blocking element contour 24 into the blocking element starting position as explained above, provided that the holding measures which are derived here from the functional element 1 are not taken into account. The above vote is essential to the function, since the bias of the blocking element 3 in the height direction counteracts the automatic engagement of the blocking element 3 in its blocking element-starting position.

In the event of a crash, the crash accelerations, with appropriate design, ensure lateral adjustment of the blocking element 3 Fig. 3 to the right against its spring bias in the transverse direction. Here comes the blocking element 3 temporarily disengaged from the blocking element contour 24, so that the blocking element 3 then, free of the output support portion 28 and driven by its spring bias in the height direction, in the in Fig. 6 shown blocking position falls. There, the blocking element 3 is supported against the blocking support portion 29. If an actuation start is now started by the functional element 1, then the functional element 1 with its holding element 23 comes into blocking engagement with the blocking element 3. The functional element 1 presses the blocking element 3 together in such a way that the blocking element 3 reaches its intermediate displacement range ( Fig. 7 ). Here is also a simple pushing up of the blocking element 3 conceivable. In the sense of effective blocking the blocking element 3 is associated with an abutment 3a.

During the blocking of the actuating movement 4, the hook-shaped holding element 23 ensures that the blocking element 3 can not fall into its blocking element starting position. As soon as the functional element 1 is returned in the direction of its starting position, however, the blocking element 3 is released and slides on the wedge slope 25, driven by its spring bias in the transverse direction, into its blocking element initial position. It has already been pointed out that the blocking element 3 here and preferably has a wire or strip, wherein the wire or strip slides during a part of the adjustment of the blocking element 3 on the blocking element contour 24. In a particularly preferred embodiment, the wire or strip, as also already mentioned, resiliently bendable, so that the deflectability and the spring bias is ensured in total in the vertical and transverse directions on the resilience of the present invention, a spring element 3 forming blocking element 3.

Here it is clear that the above-mentioned spring preloads are the components of the total spring preload in the vertical and transverse directions. In principle, however, it is also conceivable that the spring preloads are realized in the vertical and transverse directions by two separate spring elements. Accordingly, it can also be provided that the blocking element 3 is designed as a rigid, non-bendable wire or strip or has such a wire or strip.

Interesting is also in the in the FIGS. 3 to 7 illustrated embodiment, the fact that the here and preferably resiliently bendable wire or strip can be brought in blocking in the blocking position blocking element 3 in the blocking engagement with the functional element 1. The blocking element 3 is so far a double function to.

It may also be pointed out that the blocking element 3 is regularly equipped with a mass element with which the mass inertia-related deflection of the blocking element 3 can be set when crash accelerations occur. With appropriate design, the inertia of the blocking element 3 is sufficient even to deflect the blocking element 3 in the event of a crash as explained above.

It has already been explained in the general part of the description that blocking of the functional element 1 does not necessarily have to be provided in all proposed solutions. In an alternative embodiment, it is therefore provided that the safety device 2 instead of an automatic actuation movement 4 of the functional element 1 counteract in the event of a crash crash accelerations, completely transferred this actuation movement 4 of the functional element 1 in a freewheeling movement and that accordingly in place of the blocking element 3, in a blocking position is deflectable, a freewheeling element 30 is provided.

It is essential here that the freewheeling element 30 can be deflected into a freewheeling position, in which an actuating movement 4 of the functional element 1 can be converted by the freewheeling element 30 into a freewheeling movement. All the above statements, which do not explicitly relate to a blocking mechanism for the actuating movement 4, apply accordingly to the embodiments with freewheel element 30.

A simple example of an embodiment of the proposed teaching with freewheel element 30 shows Fig. 8 , The basic structure with internal operating lever 1 and Bowden cable 1a corresponds to the in Fig. 1 illustrated arrangement. The functional element 1 here is assigned a connecting lever 31, which follows a movement of the functional element 1 in normal operation and forwards the actuating movement of the functional element 1 into the motor vehicle lock. Furthermore, the freewheeling element 30 is provided, which in normal operation produces a coupling between the functional element 1 and the connecting lever 31. For this purpose, corresponding to the functional element 1 and the connecting lever 31, in the drawing plane upwardly projecting coupling lugs 32, 33 are provided.

In the event of a crash, there is a deflection of the freewheel element 30 in Fig. 8 upwards, so that the freewheeling element 30 engages by means of the latching arrangement 15. As a result, the coupling nose 32 of the functional element 1 is disengaged from the freewheeling element 30. Correspondingly, the functional element 1 performs a freewheeling operation. It follows from this representation that it is completely irrelevant to the proposed solution, whether the actuation movement according to Fig. 8 disengaged or according to Fig. 1 to 7 is blocked, so that it may again be pointed out that all the above solutions with blocking element 3 are applicable to the solution with freewheel element 30 and claimed as such.

The latching arrangement 15 can be realized in a very different constructive manner. For example, the engagement may be due to a jamming of the blocking element 3. Also bends of a wire or strip having blocking element 3 can be used to hold the blocking element in latching engagement. In this case, any deformations of the blocking element 3, in particular bending and / or Torsionsverformungen conceivable.

Finally, it should be pointed out that, as already mentioned above, it does not matter in which way the blocking element 3 or the freewheeling element 30 is or will be deflected. It is only essential that the respective deflection can be triggered by crash accelerations, which in principle can lead to an automatic actuation movement of the functional element 1.

Claims (15)

1. Motor vehicle lock assembly having a motor vehicle lock, a functional element (1) that can be actuated and a safety unit (2) which is assigned to the functional element (1) and which is or can be coupled to the functional element (1) being provided, in order to counteract an automatic actuating movement (4) of the functional element (1) as a result of crash accelerations occurring in the event of a crash,
   the safety unit (2) having a deflectable blocking element (3), which can be deflected into a locking position in which an actuating movement (4) of the functional element (1) can be blocked by the blocking element (3), in that the blocking element (3) is assigned a latching assembly (15) which engages in the blocking position in the event of a deflection of the blocking element (3), and in that the engaged latching assembly (15) keeps the blocking element (3) in the blocking position,
   characterized in that
   the blocking element (3) is formed as a spring element and consists overall of a spring steel.
2. Motor vehicle lock assembly according to Claim 1, characterized in that the motor vehicle lock has an outer actuating lever and/or an inner actuating lever, which is or can be coupled to an outer door handle or an inner door handle in such a way that the opening of the motor vehicle lock, in particular the cancellation of a blocking pawl, can be effected via an actuation of the outer actuating lever or inner actuating lever, and in that the functional element (1) which can be actuated and to which the safety unit (2) is assigned is the outer actuating lever and/or the inner actuating lever.
3. Motor vehicle lock assembly according to Claim 1 or 2, characterized in that the blocking element (3) has a resiliently flexible wire or strip - spring element -, and in that the deflectability and the preloading of the blocking element (3) is ensured via the spring elasticity of the spring element, preferably in that the spring element is configured so as to be elongated, preferably in that the spring element can be deflected substantially perpendicular to its longitudinal extent in order to ensure the deflectability of the blocking element (3).
4. Motor vehicle lock assembly according to Claim 2 or 3, characterized in that the engaged latching assembly (15) can be released, and in that the released latching assembly (15) frees the blocking element (3), preferably in that the arrangement is made in such a way that releasing the latching assembly (15) can be effected by an actuation of an inner door handle, in particular an inner actuating lever or a lever coupled to the inner actuating lever.
5. Motor vehicle lock assembly according to Claim 3 and possibly according to Claim 4, characterized in that the latching assembly (15) has a latching shoulder (16), in which the spring element engages during the deflection into the blocking position because of its spring elasticity in a latching direction (17), and in that the latching engagement between the latching shoulder (16) and the spring element can be cancelled by a deflection of the spring element counter to the latching direction (17), and therefore the latching assembly (15) can be released.
6. Motor vehicle lock assembly according to one of the preceding claims, characterized in that an actuating start of the functional element (1) following the engagement of the latching assembly (15), preferably performed from an initial position of the functional element (1), in particular during or after the subsequent restoration of the functional element (1) into its initial position, leads to the latching assembly (15) being released.
7. Motor vehicle lock assembly according to one of the preceding claims, characterized in that the blocking element (3) can be moved into a blocking element initial position and into the blocking position and is respectively held there in particular in a spring-driven manner, in that the blocking element (3) can be moved into an intermediate adjustment range between blocking element initial position and blocking position and, from there, engages in the blocking element initial position in a spring-driven manner, provided that no holding measures for the blocking element (3) are taken, preferably in that during an actuating start with the blocking element (3) in the blocking position, the functional element (1) comes into engagement with the blocking element (3) and adjusts the blocking element (3) into the intermediate adjustment range and in any case keeps it there until the blocking of the actuating movement (4), more preferably in that after the blocking of the actuating movement (4), in particular during or after the restoration of the functional element (1) into its initial position, the functional element (1) frees the blocking element (3) into the blocking element initial position.
8. Motor vehicle lock assembly according to Claim 7, characterized in that the functional element (1) has a holding element (23), in particular a hook-like holding element (23) which, during the blocking of the actuating movement (4) by means of the blocking element (3), is used to keep the blocking element (3) in the intermediate adjustment range.
9. Motor vehicle lock assembly according to one of the preceding claims, characterized in that the latching assembly (15) has a blocking element contour (24) with which the blocking element (3) is in or can be brought into engagement, preferably in that the blocking element contour (24) has a wedge slope (25) with a vertical extent (26) and a transverse extent (27), and in that the wedge slope (25) is assigned to the intermediate adjustment range of the blocking element (3), more preferably in that the wedge slope (25) is adjoined at one end by an upper initial supporting section (28) assigned to the blocking element initial position and, at the other end, a lower blocking supporting section (29) assigned to the blocking position, in each case to support the blocking element (3) counter to its spring preload, more preferably in that the two supporting sections (28, 29) are aligned substantially perpendicular to each other with regard to the respective supporting direction, more preferably that the initial supporting section (28) is aligned in the vertical direction and the blocking supporting section (29) is aligned in the transverse direction.
10. Motor vehicle lock assembly according to Claim 9, characterized in that the blocking element (3) is or can be preloaded in the vertical and in the transverse direction, and in that an adjustment of the blocking element (3) from the blocking position to the blocking element initial position is associated with spring loading in the vertical direction and with spring unloading in the transverse direction, preferably in that the spring preloadings in the vertical and transverse direction are coordinated with each other such that the blocking element (3) located in the intermediate adjustment range and resting on the wedge slope (25) falls in a sliding manner into the blocking element initial position along the blocking element contour (24), provided that no holding measures for the blocking element (3) are taken.
11. Motor vehicle lock assembly according to Claim 9 and possibly Claim 10, characterized in that crash accelerations occurring in the event of a crash trigger a transverse adjustment of the blocking element (3) counter to its spring preload in the transverse direction, and in that the blocking element (3), free of the initial supporting section (28) and driven by its spring preload, then falls in the vertical direction into the blocking position.
12. Motor vehicle lock assembly according to Claim 9 and possibly according to Claim 10 or 11, characterized in that the blocking element (3) has a wire or strip, and in that that the wire or strip slides on the blocking element contour (24) during a part of the adjustment of the blocking element (3), preferably in that the wire or strip - spring element - is resiliently flexible and in that the deflectability and the spring preload in the vertical and transverse direction are ensured via the spring elasticity of the spring element, more preferably that the resiliently flexible wire or strip can be brought into the blocking engagement with the functional element (1) with the blocking element (3) in the blocking position.
13. Motor vehicle lock assembly having a motor vehicle lock, a functional element (1) that can be actuated and a safety unit (2) which is assigned to the functional element (1) and which is or can be coupled to the functional element (1) being provided, in order to counteract an automatic actuating movement (4) of the functional element (1) as a result of crash accelerations occurring in the event of a crash, the safety unit (2), instead of counteracting an automatic actuating movement (4) of the functional element (1) as a result of crash accelerations occurring in the event of a crash, transferring this actuating movement (4) of the functional element (1) completely into a freewheeling movement, and a freewheeling element (30) being provided, which can be deflected into a freewheeling position in which an actuating movement (4) of the functional element (1) can be transferred by the freewheeling element (30) into a freewheeling movement,
    characterized in that
    the freewheeling element (30) is assigned a latching assembly (15), which latches into the freewheeling position in the event of a deflection of the freewheeling element (30), in that the engaged latching assembly (15) keeps the freewheeling element (30) in the freewheeling position, and in that the freewheeling element (30) is formed as a spring element and consists overall of a spring steel.
14. Motor vehicle lock assembly according to Claim 13, characterized in that the freewheeling element (30) is configured as a spring element.
15. Motor vehicle lock assembly according to one of Claims 1 to 12,
    characterized in that the safety unit (2) has a blocking element (3) which can be deflected counter to a preload, in particular counter to a spring preload and which can be deflected into a blocking position, in which an actuating movement (4) of the functional element (1) can be blocked by the blocking element (3), in that, at least in a movement range of the functional element (1), the blocking element (3) is coupled to the functional element (1) via a coupling assembly (5) in such a way that an actuating movement (4) of the functional element (1) via the coupling assembly (5) effects a deflection movement (6) of the blocking element (3) counter to its preload in the direction of the blocking position, in that in normal operation an actuating movement (4) via the coupling assembly (5) effects a deflection movement (6) without the blocking element (3) reaching the blocking position, and in that in the event of a crash, as a result of high crash accelerations, an automatic actuating movement (4) and therefore, via the coupling assembly (5), a deflection movement (6) can be effected with such a deflection rate that the mass moment of inertia of the blocking element (3) effects a deflection beyond the normal operating deflection into the blocking position, so that the blocking element (3) blocks the continuation of the actuating movement (4) of the functional element (1).

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