EP2596189B1 - Fermeture de porte de véhicule automobile - Google Patents

Fermeture de porte de véhicule automobile Download PDF

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Publication number
EP2596189B1
EP2596189B1 EP11788344.7A EP11788344A EP2596189B1 EP 2596189 B1 EP2596189 B1 EP 2596189B1 EP 11788344 A EP11788344 A EP 11788344A EP 2596189 B1 EP2596189 B1 EP 2596189B1
Authority
EP
European Patent Office
Prior art keywords
lever
vehicle door
motor vehicle
locking
locking lever
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
EP11788344.7A
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German (de)
English (en)
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EP2596189A2 (fr
Inventor
Rolf Siemensmeyer
Michael Strathmann
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.)
Kiekert AG
Original Assignee
Kiekert AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP2596189A2 publication Critical patent/EP2596189A2/fr
Application granted granted Critical
Publication of EP2596189B1 publication Critical patent/EP2596189B1/fr
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/36—Locks for passenger or like doors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism, also with a working on the locking mechanism operating lever, and with a locking lever, which sets the operating lever mechanism at occurring acceleration forces of predetermined size, for example in an accident, by its associated deflection mechanically ineffective, wherein the locking lever associated with a blocking means which fixes the locking lever in its deflected position.
  • the actuating lever mechanism may be one or more levers. Usually, at least one inner operating lever and one outer operating lever belong to this operating lever mechanism.
  • the operating lever mechanism usually also includes a clutch lever and a release lever. Further, one or more connecting levers may constitute components of the operating lever mechanism.
  • an actuation of the operating lever mechanism ensures that the locking mechanism is opened and a lock bolt formerly captured by the locking mechanism is released. As a result, an associated motor vehicle door can be opened. As a rule, this activates the release lever on a pawl, which interacts with a catch as both components of the locking mechanism. The pawl is lifted from the catch and the catch and the locking pin come free.
  • acceleration forces which may be a multiple of the acceleration due to gravity (for example, 5 g or more).
  • mass forces acting on the motor vehicle door closure in question lead to the failure of the locking mechanism or the whole Door lock can lead.
  • this has the consequence that an associated motor vehicle door experiences an unintentional opening.
  • the acceleration forces described and resulting from an accident result in considerable risks for vehicle users. For this reason, in the past, various measures have been taken which, when the acceleration forces described occur, ensure that the actuating lever mechanism is converted into a mechanically inoperative state. That is, caused by the forces occurring opening movements are usually blocked.
  • the state of the art after the DE 197 19 999 A1 describes a closure for opening devices in vehicles, which is equipped with a lock.
  • the lock blocks an opening lever when acting on the described acceleration forces in the course of an accident.
  • the lock and the opening lever are arranged transversely relative to the pivoting direction of the opening lever relative to each other. When caused by the acceleration forces relative displacement of the opening lever enters the lock. This should be an unintentional opening in the event of a crash in structurally simplified design available.
  • the locking lever is equipped with a stop recess.
  • the stop recess engages in Blockadeefall in an opening in a counter-locking surface a form-fitting.
  • a latching intervention can be realized.
  • a desired blockage should be given under all conceivable circumstances and, in particular, maintained during the entire time within which vehicle lateral accelerations occur.
  • the DE 10 2008 028 391 A1 is equipped with a mass-locking pivoting locking member, which is normally in its inoperative release position. Then an associated handle can be actuated.
  • the locking member passes in the event of a crash due to the inertia of its mass in an effective blocking position. As a result, the handle is blocked.
  • means are provided which ensure that in the event of a crash, the locking member remains at least as long in its locked position until acting on the outside door handle and caused by the crash vibrations have subsided so far that they can no longer be actuated by the handle.
  • the transmission lever is pivoted by means of the gripping lever about a first axis of rotation between a rest position and an active position.
  • a mass barrier can be moved around a second axis of rotation.
  • the invention is based on the technical problem of developing such a motor vehicle door lock so that a simple and funk tion-appropriate structure is realized and malfunctions are not to be feared even after years or decades of use.
  • a generic motor vehicle door lock is characterized in that the locking lever executes a relative movement relative to the actuating lever in normal operation upon actuation of the actuating lever mechanism.
  • the blocking means ensures that the locking lever is fixed in its deflected position. In this deflected position of the locking lever (only) goes over when the motor vehicle door lock is exposed to acceleration forces of predetermined size, such as those observed in an accident. Typically, these are acceleration forces that exceed five times or more of the acceleration due to gravity (more than 5 g).
  • the locking lever is deflected and ensures that the operating lever mechanism is mechanically ineffective or is set ineffective. This can basically happen in two ways. Thus, it is conceivable to mechanically interrupt the actuating lever mechanism by means of the deflected locking lever, so that there is no continuous mechanical connection from an internal operating lever or external operating lever to the locking mechanism.
  • the typical procedure is that the deflected locking lever is associated with at least one stop, in particular a stationary blocking stop.
  • the operating lever mechanism is mechanically blocked, namely by the stationary blocking stop.
  • the blocking stop is arranged in or on a housing for receiving the entire motor vehicle door closure.
  • the questioned deflected position of the locking lever is maintained throughout, because the locking lever is fixed by the blocking means in its deflected position. This happens until the described fixation of the locking lever is released in the deflected position.
  • the deflected locking lever not only ensures a blockade of the locking lever relative to the blocking stop, but also ensures that the connected to the locking lever actuating lever plant also experiences a blockage.
  • the blocking means is mounted on a first actuating lever of the actuating lever mechanism. It has proven useful if the blocking agent is constructed in two parts. Usually the blocking agent has a bearing arm and a holding arm. The bearing arm of the blocking means ensures a connection to the first operating lever. For this purpose, the bearing arm may engage in a bearing recess in or on the first operating lever.
  • the holding arm of the blocking agent interacts with a stop or holding stop on the locking lever.
  • the holding arm in question engages behind the stop or retaining stop and in this way holds the locking lever in its deflected position and fixes the locking lever. This happens until the blocking agent is released and releases the locking lever.
  • the spring force is provided by a spring available against the force of the locking lever is deflected or occupies its deflected position.
  • the blocking means is mounted with its bearing arm on the first operating lever or connected thereto.
  • the bearing recess is available in or on the relevant first operating lever.
  • the first operating lever is advantageously equipped with one or more guiding means for the blocking agent.
  • two guide means are provided. This can be on the one hand to a guide bar and on the other hand, a management bag.
  • the blocking spring is designed as a leg spring.
  • a bearing leg is realized, which acts as a bearing arm and is thus connected to the already mentioned bearing recess in the first operating lever.
  • the leg spring also has a holding arm formed as a holding arm. The retaining leg ensures that the locking lever is fixed in its deflected position. For this purpose, the retaining leg engages behind the stop or retaining stop on the locking lever.
  • the guide web ensures that the holding leg which adjoins it experiences perfect alignment.
  • the guide pocket cooperates, which receives and guides a generally cranked end of the retaining leg.
  • This bent end of the retaining leg generally engages behind the stop or stop stop on the locking lever, and that when the locking lever is in its deflected position.
  • the deflected locking lever is assigned at least the stationary blocking stop.
  • This blocking stop is formed in or on the housing.
  • another stop for the locking lever is provided, against which the locking lever in normal operation, so not in the deflected state rests.
  • the spring assigned to the locking lever and already explained whose force must be overcome in the deflection of the locking lever.
  • the stop in question is usually formed on the first operating lever.
  • Such a design is recommended because the locking lever and the first operating lever are generally mounted together on a second operating lever. The design is regularly made so that the locking lever between the first operating lever and the second operating lever is arranged.
  • a common axis of rotation for the two actuating lever and the interposed locking lever is usually realized.
  • the locking lever according to the invention in normal operation (when it is not deflected) upon application of the operating lever mechanism a relative movement perform overall with respect to the first and / or the second operating lever or with respect to the actuating lever mechanism.
  • This relative movement between the first and / or the second operating lever ensures that the locking lever remains “movable” and in particular corrosion, caking of the locking lever, etc. need not be feared. The operation of the locking lever thus remains guaranteed, even after years.
  • the invention is based on the recognition that the locking lever in question is usually only - if ever - deflected a single time within a car life. To represent and achieve this described functionality, it is necessary that the rotational mobility of the locking lever is maintained. This ensures the invention in that the locking lever in question in normal operation, that is, in a conventional actuation of the operating lever mechanism by the internal operating lever or external actuating lever undergoes a relative movement between the first and / or second actuating lever on which the locking lever is mounted.
  • blocking spring slides in normal operation and preferably spring assisted on the locking lever along.
  • the blocking agent or the blocking spring or leg spring usually slides along with its holding leg on the locking lever in normal operation.
  • the locking lever leaves its normal position safely and can also leave it.
  • the blocking means engages with its holding arm or the leg spring with its holding leg the associated stop respectively retaining stop on the locking lever.
  • the locking lever can not (again) return to the normal position even after elimination of the acceleration forces.
  • the second operating lever is generally an outer operating lever
  • the first operating lever is designed as a connecting lever and directly ensures the mechanical coupling of the outer operating lever with a release lever or the locking mechanism.
  • the locking lever is assigned to the external operating lever and blocks the external operating lever, it is ensured that the associated motor vehicle door lock can not be opened in an external operation. A release is not possible.
  • the inside operating lever independent of the outside operating lever can actuate the (common) connecting lever, which in turn opens the ratchet (via an optimum tripping lever).
  • the invention ensures that the motor vehicle door equipped with the motor vehicle door lock according to the invention is not inadvertently opened in the event of a crash or accident.
  • the vehicle door remains closed and can not be opened via the external operating lever. It is only possible to open the vehicle door from the inside. This can be done by persons located in the interior or by the fact that, for example, rushed to help staff a disc and then opens the vehicle door from the inside.
  • a motor vehicle door lock is shown.
  • This has in its basic structure a housing 1 and a not explicitly shown locking mechanism.
  • the locking mechanism is composed in the usual manner of a pawl and a rotary latch and can be opened in a known manner with the aid of the detail of the operating lever mechanism 2, 3 shown in the figures.
  • the operating lever mechanism 2, 3 works either directly or with the interposition of a release lever on the pawl and lifts it from the catch. As a result From this, the catch rotates spring-assisted in its open position and releases a previously captured locking pin.
  • the actuating lever mechanism 2, 3 is an external operating lever mechanism 2, 3. This is equipped with an external operating lever 3 and a connecting lever 2.
  • the connection lever 2 is a first actuating lever 2 of the actuating lever mechanism 2, 3 which is described in more detail below, whereas the external actuating lever 3 assumes the function of a second actuating lever 3 of the actuating lever unit 2, 3 in question.
  • the DE 94 21 846 U1 the applicant referred.
  • the actuating lever mechanism or external operating lever mechanism 2, 3 in question is equipped with a locking lever 4.
  • the locking lever 4 ensures that the operating lever mechanism 2, 3 in occurring and in the Fig. 3 indicated acceleration forces F predetermined size (in this case associated with an accident deceleration forces) is set mechanically ineffective.
  • F predetermined size in this case associated with an accident deceleration forces
  • the locking lever 4 is deflected due to attacking and acting in the opposite direction to the acceleration force F inertial forces. The deflection of the locking lever 4 thus ensures that the operating lever mechanism 2, 3 is mechanically ineffective and consequently can not (more) open the connected locking mechanism.
  • the mechanical ineffectiveness of the actuating lever mechanism 2, 3 corresponds to the fact that the actuating lever mechanism 2, 3 experiences a blockage. Basically, the mechanical ineffectiveness the actuating lever unit 2, 3 are also achieved and made such that the operating lever mechanism 2, 3 undergoes a mechanical interruption by the deflected locking lever 4. This is not shown. In any case, the occurring for example in an accident (negative) acceleration forces F ensure that the locking lever 4 is deflected in the opposite direction due to its inertia. That represents the Fig. 3 In fact, the correspond Fig. 1 and 3 each to the situation that the second operating lever or external operating lever 3 is not acted upon.
  • the locking lever 4 is associated with a blocking means 5, which the locking lever 4 in the in Fig. 3 fixed deflected position shown.
  • the blocking means in question 5 is mounted on the first operating lever or connecting lever 2, as shown in the enlarged perspective view in the Fig. 4 suggests.
  • the blocking means 5 is equipped with a bearing arm 5a and a holding arm 5b. Since the blocking means 5 in the exemplary embodiment is a blocking spring or leg spring 5, the bearing arm 5a is designed as a bearing leg 5a, whereas the retaining arm is designed as a retaining leg 5b. With the help of the holding arm or holding leg 5b, the blocking means or the blocking spring or leg spring 5 engages behind a stop or holding stop 6 on the locking lever 4, in its deflected and in Fig. 3 shown position.
  • the first actuating lever 2 has a bearing recess 7.
  • This bearing recess 7 serves to fix the bearing arm or bearing leg 5a of the blocking means respectively of the leg spring 5.
  • the blocking means or the leg spring 5 has a bearing eye 8 received in the bearing recess 8.
  • This bearing eye 8 is replaced by a corresponding bearing eye Spiralwindung the leg spring 5 is provided and is adapted by its size to the bearing recess 7.
  • the leg spring 5 is primarily fixed to the first operating lever 2 by the bearing eye 8 in the bearing recess 7 (latching) engages.
  • the first actuating lever 2 is equipped with guide means 9, 10 for the blocking means or the leg spring 5.
  • the guide means 9, 10 are on the one hand a guide bar 9 and on the other hand a guide pocket 10. Both the guide bar 9 and the guide pocket 10 provide guidance of the holding arm or holding leg 5b of the leg spring 5 whose retaining leg 5b is guided and held in a slot between the guide web 9 and a support of the guide pocket 10. Starting from the guide pocket 10, a vertically bent end of the holding leg 5b protrudes, which engages behind the holding stop 6 of the blocking lever 4 in its deflected position.
  • the housing 1 is equipped with a stationary stop respectively housing stop 11a. This housing stop 11a then unfolds when the locking lever 4 shown in the Fig. 3 in the deflected state. Because in such a case, an actuation of the actuating lever mechanism 2, 3 causes the locking lever 4 moves with a head-side nose 4a against the housing stop in question 11a and consequently blocks the locking lever 4 and with him the operating lever mechanism 2, 3.
  • the locking lever 4 is mounted on the second actuating lever 3, respectively the external actuating lever 3.
  • the first operating lever or connecting lever 2 is also on stored in question the external operating lever 3.
  • a common axis of rotation 12 is available.
  • the lock lever 4 is disposed between the first operation lever 2 and the second operation lever 3.
  • the locking lever 4 follows pivotal movements of the external actuating lever 3 about an axis 13, which is arranged in the housing 1 and against which the external actuating lever 3 can be pivoted.
  • Such pivotal movements in normal operation about the axis 13 cause the transition from the Fig. 1 to Fig. 2 the first operating lever or connecting lever 2 is moved more or less in the vertical direction.
  • This vertical movement of the first actuating lever or connecting lever 2 corresponds to the fact that the pawl, not shown, is lifted from the rotary latch and consequently a lock bolt previously captured by the catch comes free as described.
  • the locking lever 4 is a relative movement, both with respect to the first operating lever 2 and with respect to the second operating lever 3. This can be seen in the transition from the Fig. 1 to Fig. 2 , In fact, the locking lever 4 moves in this process not only vertically, but also performs a slight movement in a clockwise direction, namely the two levers 2, 3 common axis 12.
  • the blocking of the blocking lever 4 with the aid of the blocking means 5 can only be canceled if the blocking means 5 or its holding arm 5b is removed from the holding stop 6 on the blocking lever 4. Because then the locking lever 4 is supported by a spring, not shown, in its normal position as shown in the Fig. 1 and 2 back. In this case, the force of the spring, which is not expressly illustrated, is dimensioned so that only when the (negative) acceleration forces F associated with an accident are deflected at all, the locking lever 4 is deflected. Otherwise, the locking lever 4 by means of the spring in the normal position after the Fig. 1 and 2 held. This is supplemented by a further stop 11 b, which is associated with the locking lever 4. Said stop 11 b is found on the first operating lever 2 (see. Fig. 4 ) and, in conjunction with the acting on the locking lever 4 spring for its positioning in normal operation.
  • the locking lever 4 only works on the external actuating lever mechanism 2, 3.
  • An additional internal operating lever mechanism will not be affected. That is, one equipped with the motor vehicle door lock in question Motor vehicle door is not opened in an accident by attacking forces and then can not be opened by an outside door handle. This is ensured by the still existing blockade of the locking lever 4 and consequently the external actuating lever mechanism 2, 3. The associated motor vehicle door thus remains closed.

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  • Lock And Its Accessories (AREA)

Claims (13)

  1. Fermeture d'une portière de véhicule automobile, comportant un mécanisme d'encliquetage, comportant en outre un ensemble de levier de manoeuvre (2, 3) agissant sur le mécanisme d'encliquetage et comportant un levier de blocage (4), lequel par sa déviation qui y est reliée, inactive mécaniquement l'ensemble de levier de manoeuvre (2, 3), lors de la production de forces d'accélération d'un niveau prédéfini, par exemple dans le cas d'un accident, au levier de blocage (4) étant associé un moyen de blocage (5), lequel fixe le levier de blocage (4) dans sa position déviée,
    caractérisée en ce
    qu'en mode normal, lors de l'exercice d'une action sur l'ensemble de levier de manoeuvre (2, 3), le levier de blocage (4) effectue un déplacement relatif par rapport à l'ensemble de levier de manoeuvre (2, 3).
  2. Fermeture d'une portière de véhicule automobile selon la revendication 1, caractérisée en ce que le moyen de blocage (5) est équipé d'un bras de palier (5a) et d'un bras de maintien (5b).
  3. Fermeture d'une portière de véhicule automobile selon la revendication 2, caractérisée en ce que le bras de palier (5a) est raccordé sur le premier levier de manoeuvre (2).
  4. Fermeture d'une portière de véhicule automobile selon la revendication 2 ou 3, caractérisée en ce que le bras de maintien (5b) interagit avec une butée de retenue (6) sur le levier de blocage (4) et accroche cette dernière par l'arrière dans la position déviée du levier de blocage (4).
  5. Fermeture d'une portière de véhicule automobile selon l'une quelconque des revendications 1 à 4, caractérisée en ce que le premier levier de manoeuvre (2) est équipé de moyens de guidage (9, 10) pour le moyen de blocage (5).
  6. Fermeture d'une portière de véhicule automobile selon la revendication 5, caractérisée en ce que deux moyens de guidage (9, 10) sont prévus, à savoir d'une part une barrette de guidage (9) et d'autre part une poche de guidage (10).
  7. Fermeture d'une portière de véhicule automobile selon l'une quelconque des revendications 1 à 6, caractérisée en ce qu'au levier de blocage (4) est associée au moins une butée (11a, 11b).
  8. Fermeture d'une portière de véhicule automobile selon la revendication 7, caractérisée en ce que l'une butée (11a) est prévue sur un boîtier (1).
  9. Fermeture d'une portière de véhicule automobile selon la revendication 7 ou 8, caractérisée en ce que l'autre butée (11b) est conçue sur le premier levier de manoeuvre (2).
  10. Fermeture d'une portière de véhicule automobile selon l'une quelconque des revendications 1 à 9, caractérisée en ce que le levier de blocage (4) et le premier levier de manoeuvre (2) sont logés en commun sur un deuxième levier de manoeuvre (3).
  11. Fermeture d'une portière de véhicule automobile selon l'une quelconque des revendications 1 à 10, caractérisée en ce qu'en mode normal, le moyen de blocage (5) coulisse en étant de préférence assisté par un ressort le long du levier de blocage (4).
  12. Fermeture d'une portière de véhicule automobile selon l'une quelconque des revendications 1 à 11, caractérisée en ce que le moyen de blocage (5) est conçu sous la forme d'un ressort de blocage (5).
  13. Fermeture d'une portière de véhicule automobile selon la revendication 12, caractérisée en ce que le ressort de blocage (5) est conçu sous la forme d'un ressort à branches (5), pourvu d'une branche de palier (5a) conçue sous la forme d'un bras de palier (5a) et d'une branche de maintien (5b) conçue sous la forme d'un bras de maintien (5b).
EP11788344.7A 2010-07-23 2011-07-21 Fermeture de porte de véhicule automobile Active EP2596189B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202010010577U DE202010010577U1 (de) 2010-07-23 2010-07-23 Kraftfahrzeugtürverschluss
PCT/DE2011/001500 WO2012013182A2 (fr) 2010-07-23 2011-07-21 Fermeture de porte de véhicule automobile

Publications (2)

Publication Number Publication Date
EP2596189A2 EP2596189A2 (fr) 2013-05-29
EP2596189B1 true EP2596189B1 (fr) 2018-12-05

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11788344.7A Active EP2596189B1 (fr) 2010-07-23 2011-07-21 Fermeture de porte de véhicule automobile

Country Status (4)

Country Link
EP (1) EP2596189B1 (fr)
CN (1) CN103124824B (fr)
DE (1) DE202010010577U1 (fr)
WO (1) WO2012013182A2 (fr)

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JP6618861B2 (ja) * 2016-06-28 2019-12-11 株式会社ユーシン ドアロック装置
WO2019002928A1 (fr) 2017-06-30 2019-01-03 Kiekert Ag Système de verrouillage de véhicule à moteur avec dispositif de blocage pyrotechnique
EP3816377B1 (fr) * 2017-10-03 2024-04-17 Volvo Car Corporation Prévention d'ouverture de serrure de capot en cas d'impact
DE102018101574A1 (de) 2018-01-24 2019-07-25 Kiekert Ag Schließvorrichtung für ein Kraftfahrzeug mit Verriegelung im Crashfall

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Publication number Publication date
DE202010010577U1 (de) 2011-11-04
EP2596189A2 (fr) 2013-05-29
CN103124824A (zh) 2013-05-29
WO2012013182A3 (fr) 2012-06-14
WO2012013182A2 (fr) 2012-02-02
CN103124824B (zh) 2015-09-16

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