EP2339098B1 - Dispositif de verrouillage pour un véhicule automobile - Google Patents

Dispositif de verrouillage pour un véhicule automobile Download PDF

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Publication number
EP2339098B1
EP2339098B1 EP10016238.7A EP10016238A EP2339098B1 EP 2339098 B1 EP2339098 B1 EP 2339098B1 EP 10016238 A EP10016238 A EP 10016238A EP 2339098 B1 EP2339098 B1 EP 2339098B1
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EP
European Patent Office
Prior art keywords
blocking
blocking element
spring
motor vehicle
vehicle 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.)
Active
Application number
EP10016238.7A
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German (de)
English (en)
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EP2339098A3 (fr
EP2339098A2 (fr
Inventor
Simon Brose
Roman Joschko
David Rosales
Ihsan Alisan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2339098A2 publication Critical patent/EP2339098A2/fr
Publication of EP2339098A3 publication Critical patent/EP2339098A3/fr
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Publication of EP2339098B1 publication Critical patent/EP2339098B1/fr
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Classifications

    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00Vehicle locks characterised by special functions or purposes
    • E05B77/02Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • EFIXED CONSTRUCTIONS
    • E05LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05BLOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04Spring arrangements in locks
    • E05B2015/0496Springs actuated by cams or the like
    • YGENERAL 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
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00Closure fasteners
    • Y10T292/08Bolts
    • Y10T292/0908Emergency operating means

Definitions

  • 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.
  • the motor vehicle lock arrangement is regularly assigned a safety device.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a locking arrangement 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.
  • 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.
  • the blocking element consists of spring steel.
  • the blocking element is equipped with a resiliently bendable wire or strip, which is referred to below as "spring element".
  • spring element a resiliently bendable wire or strip
  • 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.
  • the locking arrangement is equipped with a blocking element contour, resulting in a structurally simple embodiment of the overall arrangement.
  • the motor vehicle lock arrangement is equipped with a motor vehicle lock.
  • 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.
  • 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.
  • 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.
  • preload and "preload” mean here only that a deflection of the blocking element 3 takes place against a biasing force.
  • the blocking element 3 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.
  • 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.
  • 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.
  • the blocking element 3 is preferably coupled to the functional element 1 via a coupling arrangement 5, which will be explained later.
  • 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.
  • 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.
  • 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.
  • 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.
  • “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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • a door handle in particular a door inner handle or an outside door handle, of the motor vehicle lock arrangement.
  • the actuatable functional element 1, which is assigned to the safety device 2 a handle lever or the like of the respective door handle.
  • 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.
  • 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.
  • the functional element 1 is designed as a pivotable lever which is pivotable about a lever axis 10.
  • 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.
  • 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.
  • 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.
  • the spring element 3 With regard to the choice of material for the spring element 3 is provided that this consists of spring steel.
  • the spring element 3 has a circular cross-section.
  • the spring element 3 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.
  • the spring element 3 is partially configured straight.
  • the spring element 3 is preferably formed as a one-piece wire, which has the same spring-elastic properties over its entire length.
  • 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.
  • 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.
  • 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.
  • the speed or acceleration of the actuating movement 4 is many times higher than in normal operation.
  • the guide element 9 runs along the guide contour 8 along.
  • 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.
  • 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.
  • 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.
  • this position of the blocking element is to a certain extent "stored”.
  • 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.
  • 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.
  • the latching arrangement 15 can be realized in a particularly simple manner.
  • 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.
  • the spring element 3 engages in the latching direction 17 in the latching shoulder 16.
  • the latching arrangement 15 should be releasable by an actuation of the inside door handle or the inside actuating lever
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the functional element 1 is designed such that it holds the blocking element 3 during the complete blocking operation in the intermediate adjustment.
  • 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.
  • 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.
  • 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.
  • 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.
  • the crash accelerations ensure lateral adjustment of the blocking element 3 Fig. 3 to the right against its spring bias in the transverse direction.
  • 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.
  • the blocking element 3 is supported against the blocking support portion 29.
  • 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 ).
  • the blocking element 3 is associated with an abutment 3a.
  • the hook-shaped holding element 23 ensures that the blocking element 3 can not fall into its blocking element starting position.
  • 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.
  • 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.
  • 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.
  • the above-mentioned spring preloads are the components of the total spring preload in the vertical and transverse directions.
  • the spring preloads are realized in the vertical and transverse directions by two separate spring elements.
  • the blocking element 3 is designed as a rigid, non-bendable wire or strip or has such a wire or strip.
  • 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.
  • 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.
  • FIG. 8 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.
  • the freewheeling element 30 is provided, which in normal operation produces a coupling between the functional element 1 and the connecting lever 31.
  • upwardly projecting coupling lugs 32, 33 are provided.
  • the latching arrangement 15 can be realized in a very different constructive manner.
  • the engagement may be due to a jamming of the blocking element 3.
  • bends of a wire or strip having blocking element 3 can be used to hold the blocking element in latching engagement.
  • any deformations of the blocking element 3, in particular bending and / or Torsionsverformungen conceivable.

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  • Lock And Its Accessories (AREA)

Claims (15)

  1. Agencement de serrure de véhicule automobile, comprenant une serrure de véhicule automobile, un élément fonctionnel commandable (1) et un dispositif de sécurité (2) associé à l'élément fonctionnel (1) étant prévus, le dispositif de sécurité étant ou pouvant être accouplé à l'élément fonctionnel (1) afin de s'opposer à un déplacement d'actionnement automatique (4) de l'élément fonctionnel (1) provoqué par des accélérations de collision se produisant en cas de collision,
    le dispositif de sécurité (2) présentant un élément de blocage (3) pouvant être dévié, qui peut être dévié dans une position de blocage dans laquelle un déplacement d'actionnement (4) de l'élément fonctionnel (1) peut être bloqué par l'élément de blocage (3), en ce qu'un agencement d'encliquetage (15) est associé à l'élément de blocage (3), lequel s'encliquète dans le cas d'une déviation de l'élément de blocage (3) dans la position de blocage et en ce que l'agencement d'encliquetage encliqueté (15) retient l'élément de blocage (3) dans la position de blocage,
    caractérisé en ce que
    l'élément de blocage (3) est réalisé sous forme d'élément de ressort et se compose dans l'ensemble d'un acier à ressort.
  2. Agencement de serrure de véhicule automobile selon la revendication 1, caractérisé en ce que la serrure de véhicule automobile présente un levier d'actionnement extérieur et/ou un levier d'actionnement intérieur qui est ou peut être accouplé à une poignée extérieure de porte, respectivement à une poignée intérieure de porte, de telle sorte que par le biais d'un actionnement du levier d'actionnement extérieur ou du levier d'actionnement intérieur, l'ouverture de la serrure de véhicule automobile, en particulier la sortie d'un cliquet d'arrêt, puissent être réalisées et en ce que l'élément fonctionnel commandable (1) auquel est associé le dispositif de sécurité (2) est le levier d'actionnement extérieur et/ou le levier d'actionnement intérieur.
  3. Agencement de serrure de véhicule automobile selon la revendication 1 ou 2, caractérisé en ce que l'élément de blocage (3) présente un fil métallique ou un ruban - élément de ressort - flexible élastique à ressort et en ce que la capacité de déviation et la précontrainte de l'élément de blocage (3) sont assurées par l'élasticité de ressort de l'élément de ressort, de préférence en ce que l'élément de ressort est configuré sous forme allongée, de préférence en ce que l'élément de ressort peut être dévié essentiellement perpendiculairement à son étendue longitudinale pour assurer la capacité de déviation de l'élément de blocage (3).
  4. Agencement de serrure de véhicule automobile selon la revendication 2 ou 3, caractérisé en ce que l'agencement d'encliquetage encliqueté (15) peut être desserré et en ce que l'agencement d'encliquetage desserré (15) libère l'élément de blocage (3), de préférence en ce que l'agencement est tel que le desserrage de l'agencement d'encliquetage (15) puisse être effectué par un actionnement de la poignée intérieure de porte, en particulier d'un levier d'actionnement intérieur ou d'un levier accouplé au levier d'actionnement intérieur.
  5. Agencement de serrure de véhicule automobile selon la revendication 3 et éventuellement selon la revendication 4, caractérisé en ce que l'agencement d'encliquetage (15) présente un épaulement d'encliquetage (16) dans lequel l'élément de ressort s'encliquète dans une direction d'encliquetage (17) lors de la déviation dans la position de blocage sous l'effet de son élasticité de ressort, et en ce que l'engagement par encliquetage entre l'épaulement d'encliquetage (16) et l'élément de ressort peut être supprimé par une déviation de l'élément de ressort dans le sens opposé à la direction d'encliquetage (17) et de ce fait l'agencement d'encliquetage (15) peut être desserré.
  6. Agencement de serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un début d'actionnement de l'élément fonctionnel (1) suivant l'encliquetage de l'agencement d'encliquetage (15), de préférence effectué à partir d'une position de départ de l'élément fonctionnel (1), en particulier pendant ou après le rappel subséquent de l'élément fonctionnel (1) dans sa position de départ, conduit à un desserrage de l'agencement d'encliquetage (15).
  7. Agencement de serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de blocage (3) peut être amené dans une position de départ de l'élément de blocage et dans la position de blocage et y est maintenu à chaque fois notamment par l'action d'un ressort, en ce que l'élément de blocage (3) peut être amené dans une région de réglage intermédiaire entre la position de départ de l'élément de blocage et la position de blocage et de là s'encliquète par l'action d'un ressort dans la position de départ de l'élément de blocage, dans la mesure où aucune mesure de maintien pour l'élément de blocage (3) n'est prise, de préférence en ce que pendant un début d'actionnement, lorsque l'élément de blocage (3) se trouve dans la position de blocage, l'élément fonctionnel (1) vient en prise avec l'élément de blocage (3) et déplace l'élément de blocage (3) dans la région de réglage intermédiaire et de là, le maintient à chaque fois jusqu'au blocage du déplacement d'actionnement (4), de préférence en outre en ce que l'élément fonctionnel (1), après le blocage du déplacement d'actionnement (4), en particulier pendant ou après le rappel de l'élément fonctionnel (1) dans sa position de départ, libère l'élément de blocage (3) dans la position de départ de l'élément de blocage.
  8. Agencement de serrure de véhicule automobile selon la revendication 7, caractérisé en ce que l'élément fonctionnel (1) présente un élément de retenue (23), en particulier un élément de retenue de type crochet (23) qui, pendant le blocage du déplacement d'actionnement (4) au moyen de l'élément de blocage (3), sert à retenir l'élément de blocage (3) dans la région de réglage intermédiaire.
  9. Agencement de serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que l'agencement d'encliquetage (15) présente un contour d'élément de blocage (24) avec lequel l'élément de blocage (3) est en prise ou peut être amené en prise, de préférence en ce que le contour d'élément de blocage (24) présente un chanfrein (25) avec une étendue en hauteur (26) et une étendue transversale (27) et en ce que le chanfrein (25) est associé à la région de réglage intermédiaire de l'élément de blocage (3), de préférence en outre en ce qu'une portion de support de départ supérieure (28) associée à la position de départ de l'élément de blocage se raccorde à une extrémité au chanfrein (25) et une portion de support de blocage inférieure (29), associée à la position de blocage, se raccorde à l'autre extrémité, à chaque fois pour le support de l'élément de blocage (3) à l'encontre de sa précontrainte de ressort, de préférence en outre en ce que les deux portions de support (28, 29) sont orientées essentiellement perpendiculairement l'une par rapport à l'autre en ce qui concerne la direction de support respective, de préférence en outre en ce que la portion de support de départ (28) est orientée dans la direction en hauteur et la portion de support de blocage (29) est orientée dans la direction transversale.
  10. Agencement de serrure de véhicule automobile selon la revendication 9, caractérisé en ce que l'élément de blocage (3) est ou peut être précontraint dans la direction en hauteur et dans la direction transversale et en ce qu'un réglage de l'élément de blocage (3) de la position de blocage dans la position de départ de l'élément de blocage est associé à un serrage de ressort dans la direction en hauteur et avec un desserrage de ressort dans la direction transversale, de préférence en ce que les précontraintes de ressort dans la direction en hauteur et dans la direction transversale sont adaptées l'une à l'autre de telle sorte que l'élément de blocage (3) se trouvant dans la région de réglage intermédiaire, s'appliquant contre le chanfrein (25), tombe dans la position de départ de l'élément de blocage en glissant le long du contour d'élément de blocage (24), dans la mesure où aucune mesure de retenue pour l'élément de blocage (3) n'est prise.
  11. Agencement de serrure de véhicule automobile selon la revendication 9 et éventuellement la revendication 10, caractérisé en ce que les accélérations de collision se produisant en cas de collision déclenchent un réglage transversal de l'élément de blocage (3) à l'encontre de sa précontrainte de ressort dans la direction transversale et en ce que l'élément de blocage (3) ensuite libéré de la portion de support de départ (28) et entraîné par sa précontrainte de ressort dans la direction en hauteur, tombe dans la position de blocage.
  12. Agencement de serrure de véhicule automobile selon la revendication 9 et éventuellement selon la revendication 10 ou 11, caractérisé en ce que l'élément de blocage (3) présente un fil métallique ou un ruban et en ce que le fil métallique ou le ruban, pendant une partie du réglage de l'élément de blocage (3), glisse sur le contour d'élément de blocage (24), de préférence en ce que le fil métallique ou le ruban - élément de ressort - peut être fléchi de manière élastique à ressort et en ce que la capacité de déviation et la précontrainte de ressort dans la direction en hauteur et dans la direction transversale sont assurées par l'élasticité de ressort de l'élément de ressort, de préférence en outre en ce que le fil métallique ou le ruban pouvant être fléchi de manière élastique à ressort, lorsque l'élément de blocage (3) est dans la position de blocage, peut être amené en prise de blocage avec l'élément fonctionnel (1).
  13. Agencement de serrure de véhicule automobile comprenant une serrure de véhicule automobile, un élément fonctionnel commandable (1) et un dispositif de sécurité (2) associé à l'élément fonctionnel (1) étant prévus, le dispositif de sécurité étant ou pouvant être accouplé à l'élément fonctionnel (1) afin de s'opposer à un déplacement d'actionnement automatique (4) de l'élément fonctionnel (1) provoqué par des accélérations de collision se produisant en cas de collision,
    le dispositif de sécurité (2), au lieu de s'opposer à un déplacement d'actionnement automatique (4) de l'élément fonctionnel (1) provoqué par des accélérations de collision se produisant en cas de collision, transférant ce déplacement d'actionnement (4) de l'élément fonctionnel (1) complètement en un déplacement de roue libre et un élément de roue libre (30) étant prévu, lequel peut être dévié dans une position de roue libre dans laquelle un déplacement d'actionnement (4) de l'élément fonctionnel (1) peut être transféré en un déplacement de roue libre par l'élément de roue libre (30),
    caractérisé en ce
    qu'un agencement d'encliquetage (15) est associé à l'élément de roue libre (30), lequel agencement d'encliquetage s'encliquète lors d'une déviation de l'élément de roue libre (30) dans la position de roue libre, en ce que l'agencement d'encliquetage encliqueté (15) maintient l'élément de roue libre (30) dans la position de roue libre et en ce que l'élément de roue libre (30) est réalisé sous forme d'élément de ressort et se compose dans l'ensemble d'un acier à ressort.
  14. Agencement de serrure de véhicule automobile selon la revendication 13, caractérisé en ce que l'élément de roue libre (30) est réalisé sous forme d'élément de ressort.
  15. Agencement de serrure de véhicule automobile selon l'une quelconque des revendications 1 à 12,
    caractérisé en ce que
    le dispositif de sécurité (2) présente un élément de blocage (3) pouvant être dévié à l'encontre d'une précontrainte, en particulier à l'encontre d'une précontrainte de ressort, lequel peut être dévié dans une position de blocage dans laquelle un déplacement d'actionnement (4) de l'élément fonctionnel (1) peut être bloqué par l'élément de blocage (3), en ce que l'élément de blocage (3), au moins dans une région de déplacement de l'élément fonctionnel (1), peut être accouplé par le biais d'un agencement d'accouplement (5) à l'élément fonctionnel (1) de telle sorte qu'un déplacement d'actionnement (4) de l'élément fonctionnel (1) provoque, par le biais de l'agencement d'accouplement (5), un déplacement de déviation (6) de l'élément de blocage (3) à l'encontre de sa précontrainte dans la direction de la position de blocage, en ce que pendant le fonctionnement normal, un déplacement d'actionnement (4) provoque, par le biais de l'agencement d'accouplement (5), un déplacement de déviation (6) sans que l'élément de blocage (3) n'atteigne la position de blocage, et en ce qu'en cas de collision, sous l'effet d'accélérations de collision élevées, un déplacement d'actionnement automatique (4) et par conséquent, par le biais de l'agencement d'accouplement (5), un déplacement de déviation (6), peuvent être effectués avec une vitesse de déviation telle que l'inertie de masse de l'élément de blocage (3) provoque une déviation au-delà de la déviation pendant le fonctionnement normal dans la position de blocage, de telle sorte que l'élément de blocage (3) bloque la poursuite du déplacement d'actionnement (4) de l'élément fonctionnel (1).
EP10016238.7A 2009-12-26 2010-12-24 Dispositif de verrouillage pour un véhicule automobile Active EP2339098B1 (fr)

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DE202009017667U DE202009017667U1 (de) 2009-12-26 2009-12-26 Kraftfahrzeugschlossanordnung

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EP2339098A3 EP2339098A3 (fr) 2015-10-28
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Publication number Priority date Publication date Assignee Title
DE102019128664A1 (de) * 2019-10-23 2021-04-29 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschlossanordnung
DE102020130648A1 (de) 2020-11-19 2022-05-19 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss

Also Published As

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DE202009017667U1 (de) 2011-05-05
EP2339098A3 (fr) 2015-10-28
US20110181052A1 (en) 2011-07-28
US9845622B2 (en) 2017-12-19
EP2339098A2 (fr) 2011-06-29

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