EP2633140A2 - Serrure de porte de véhicule automobile - Google Patents

Serrure de porte de véhicule automobile

Info

Publication number
EP2633140A2
EP2633140A2 EP11817264.2A EP11817264A EP2633140A2 EP 2633140 A2 EP2633140 A2 EP 2633140A2 EP 11817264 A EP11817264 A EP 11817264A EP 2633140 A2 EP2633140 A2 EP 2633140A2
Authority
EP
European Patent Office
Prior art keywords
blocking
motor vehicle
vehicle door
lever
door lock
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11817264.2A
Other languages
German (de)
English (en)
Other versions
EP2633140B1 (fr
Inventor
Johannes-Theodor Menke
Dirk Eichel
Heiko Hemmer
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 EP2633140A2 publication Critical patent/EP2633140A2/fr
Application granted granted Critical
Publication of EP2633140B1 publication Critical patent/EP2633140B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents
    • 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, further with a working on the locking mechanism lever mechanism, and with a locking element, which sets the operating lever mechanism at occurring acceleration forces of predetermined size, for example in an accident, ineffective.
  • the locking is usually composed of at least one pawl and an associated rotary latch.
  • the locking element in such motor vehicle door closures usually acts as a "crash barrier" and ensures that at large occurring acceleration forces, such as occur when an impact of the vehicle on an obstacle, unintentional opening of the vehicle door equipped with the door of the motor vehicle door is avoided.
  • the blocking element at the respective acceleration forces the actuating lever mechanism is ineffective.
  • a possible occurring and, for example, in an impact movement of a door handle or outside door handle thus does not cause because of the ineffectiveness of the operating lever mechanism that the locking mechanism is opened.
  • the operating lever mechanism can thus, for example, not work in the open sense on a release lever, which lifts a pawl from the catch in such a case, so that the previously captured locking pin and thus the motor vehicle door come free. Rather, such movements are suppressed by the fact that the blocking element transfers the operating lever mechanism into an inoperative state.
  • a transmission element and a pivotable locking lever are realized.
  • the transmission element is adjusted at an opening movement of the door handle opening the door lock.
  • the locking lever can pivot by mass force about its pivot axis in a locking position locking the door handle or the transmission element.
  • a blocking surface of the blocking lever interacts with a counter-blocking surface.
  • the counter-locking surface is stationary and the pivot axis of the locking lever formed on an approximately rectilinear adjustable locking lever carrier.
  • the lock lever carrier is adjusted by the door handle or the transmission element.
  • the known crash lock can also be arranged between two transmission elements, which effect a movement transmission from the door handle to the door lock in the normal unlocking of the door lock.
  • the known crash barriers typically operate such that the actuating lever mechanism or parts thereof are blocked at the high acceleration forces of a given size which occur, respectively. This may result in malfunction in the subsequent application of the actuating lever mechanism, which is particularly disadvantageous in the event that, for example, arriving after an accident rescue workers an associated
  • the invention aims to provide a total remedy.
  • the invention is based on the technical problem of developing such a motor vehicle door lock so that a functional crash lock is realized, at the same time the possibility of a perfect and easy operation of the motor vehicle door lock to be created after crash completion.
  • a generic motor vehicle door lock in the invention is characterized in that the deflected by the acceleration forces blocking element engages the locking mechanism and this also after their elimination, d. H. After elimination of the acceleration forces, hold until the operating lever mechanism acts on the locking mechanism for the first time again.
  • a specially designed blocking element is used, namely one which does not act on the actuating lever mechanism as such or acts on it, but rather with the locking mechanism, d. H. interacts with the rotary latch.
  • the blocking element engages (directly) on the catch of the locking mechanism.
  • the locking or preferably the catch is held even after elimination of the acceleration forces (blockage position) using the blocking element.
  • This condition is retained by the blocking element until the actuating lever mechanism first re-acts the locking mechanism. That is, the first operation after a crash immediately causes the locking element is brought out of engagement with the locking mechanism and thus the
  • the ratchet can be opened simultaneously with the help of the Betschistshebeltechnikes (starting position).
  • the ratchet is at the occurring acceleration forces of predetermined size, d. H. in an accident or crash, initially blocked by the deflected in consequence of the acceleration forces blocking element.
  • the blockade or the assumed blockage position of the locking mechanism and preferably the catch is now maintained until the operating lever mechanism acts on the locking mechanism for the first time after such an accident or after the crash.
  • An initial opening stroke subsequent to the crash thus results in the blocking element being conveyed into a position releasing the locking mechanism and at the same time the locking mechanism is being given the desired opening.
  • the blocking element is - again - in its undeflected starting position compared to the previously occupied blockage position. This starting position is maintained until it again comes to a crash with the associated occurring acceleration forces of predetermined size.
  • the blocking element thus operates exclusively on the locking mechanism and here preferably the catch.
  • the operating lever mechanism is not touched, consequently can not experience any impairment in its functionality and reliability.
  • the locking element acts on the typically particularly solid machined rotary latch and consequently the occurring especially in an accident high acceleration forces can be easily transferred and recorded. If an accident occurs, the blocking element moves into the blocking position. The same applies to the locking mechanism as a whole or
  • the catch Since the catch is held in the process preferably in the vicinity of their main load by means of the locking element, a locking pin caught by the catch can not be released as long as the blocking element located in the blocking position blocks the catch and also holds in the blocking position.
  • This functional state is maintained and maintained until the operating lever mechanism acts on the locking mechanism again after a first opening stroke, after the elimination of the acceleration forces. Because this opening stroke causes the locking element is transferred to its original position and thus releases the catch. Consequently and at the same time the opening stroke can work in the usual way on the locking mechanism, so act on this to release the captured locking bolt. In this way, it is ensured that in the period between the occurring acceleration forces and the initial opening stroke or the first time loading of the locking mechanism with the help of the operating lever mechanism an undefined functional states are taken. Rather, the actuator remains and with it the catch in the caused by the crash blockage position as long as and unchanged until the operating lever mechanism is first applied again and mostly in the opening sense.
  • the reliability is particularly enhanced according to the invention, which is due to summarizing two aspects.
  • the operating lever mechanism undergoes no mechanical action or influence by the adjusting element, so in principle it is not disturbed in terms of its functionality even in the case of the acceleration forces that occur.
  • a locking bolt and, consequently, the associated motor vehicle door reliably manage its blockage position taken during the accident
  • the motor vehicle door can be opened, for example, by rescue workers following such an accident without any problems.
  • Another advantage is that not only one, but in principle two or more pawls can be used by the attacking on the catch locking element, without affecting the basic operation in any way.
  • today is often worked with a so-called basic pawl and a comfort pawl or generally a pawl and a comfort pawl.
  • such all and modified embodiments can be easily mastered, because the locking element advantageously engages the rotary latch, and ultimately regardless of how the pawl is designed in detail and whether one or more pawls are used.
  • the main benefits are the main benefits.
  • the blocking element is formed in two parts with blocking pawl and ground lever.
  • the blocking pawl and the mass lever are each rotatably mounted.
  • This axis can be defined, for example, by a pin secured in or on the lock case.
  • the blocking pawl is designed to be neutral in mass compared to the said axis. That is, the distribution of the mass of the blocking pawl is symmetrical with respect to the axis. In other words, the center of gravity of the blocking pawl and the axis substantially coincide. As a consequence, the blocking pawl remains more or less unaffected when acceleration forces occur.
  • the mass lever typically has an asymmetric mass distribution compared to said axis. That is, the center of gravity of the mass lever is spaced from the axis. In this way, any resulting stressing forces generally produce a torque with respect to the axis, as a result of which the mass lever experiences a pivoting motion in relation to the axis in the case of the acceleration forces which occur.
  • the torque built up by the acceleration forces on the part of the mass lever can advantageously be used to deflect the blocking pawl.
  • the mass lever is usually equipped with a stop pin.
  • the stop pin can interact with a stop contour on the blocking pawl, namely at the occurring acceleration forces. So as soon as the occurring with the described accident occur
  • the blocking pawl substantially assumes a blockage position or a release position controlled by the mass lever.
  • the blocking pawl blocks with its blocking contour the pin of the locking mechanism and consequently the locking mechanism as a whole.
  • the pin is typically located on the catch because the blocking element preferably engages the catch of the catch.
  • the release position of the blocking pawl corresponds to the fact that the locking mechanism is altogether free of the blocking pawl and can be opened and closed uninfluenced by it.
  • the blocking pawl is equipped with a bistable tilt spring.
  • This tilt spring ensures that the blocking pawl is held in each spring-assisted in their blocking position and release position.
  • the bistable tipping spring takes into account the fact that the blocking pawl is designed to be mass-neutral overall with respect to the common axis of rotation or axis with the mass lever. So that the blocking pawl takes no indifferent functional positions in comparison to the axis or axis of rotation, the bistable tilt spring ensures that the blocking pawl is either in its blocking position or its release position.
  • the blockage position is taken regularly by applying the mass lever.
  • the blocking pawl is usually transferred to the release position by means of a coupling element.
  • the blocking pawl and the mass lever are advantageously equipped with respective coupling contours.
  • These coupling contours are on the one hand a latch contour on the blocking pawl and on the other hand a
  • the two coupling contours serve to engage the already mentioned coupling element.
  • the relevant coupling element is regularly connected on the one hand to the operating lever mechanism and on the other hand has a coupling pin. This coupling pin engages in one or both coupling contours.
  • the latch contour in the blocking pawl and the lever contour in the mass lever do not overlap during normal operations. Such normal operations correspond to the fact that the blocking pawl is in its initial position and the mass lever is not deflected. In contrast, however, overlapping contours are present in the event that the blocking pawl assumes its blocking position and the mass lever is undeflected.
  • This functional position is typically taken after elimination of the acceleration forces, when the mass lever is pivoted back by the force of a spring interacting with it in its undeflected position. When occurring acceleration forces the mass lever is deflected against the force of the spring in question. After elimination of the acceleration forces, however, the blocking pawl is - still - in its blockage position. In this blocking position, the blocking pawl continues to ensure that with your blocking contour the pin of the locking mechanism or advantageously the pin on the rotary latch experiences a blockage.
  • the two contours ie the latch contour on the blocking pawl and the lever contour on the ground lever, provided at one end of the coupling element coupling pin can engage in the overlapping contours.
  • the other end of the coupling pin is - as already explained - connected to the operating lever mechanism. If, in this situation, the coupling element is acted upon by the actuating lever mechanism, the overlapping contour
  • the blocking pawl after the acceleration forces have been eliminated and upon the first actuation of the actuating lever mechanism, moves from its previously assumed blocking position into the release position. This is ensured by the actuating lever acted upon coupling element.
  • the coupling pin engages in the overlapping contours on the one hand on the blocking pawl and on the other hand on the mass lever.
  • the blocking pawl is in the release position, so that the contour on the blocking pawl with the pin on the locking mechanism or the catch no longer interacts.
  • the catch is thus released from the blocking pawl. Since typically the actuating lever mechanism is acted upon in this process in the opening sense, this process also ensures that on the operating lever mechanism acting on the catch pawl is lifted from this.
  • the rotary latch can swing open spring-assisted and release the previously captured locking bolt. A motor vehicle door connected to the locking bolt can be opened immediately.
  • FIG. 1 shows the motor vehicle door lock according to the invention with a closed locking mechanism and locking element located in the initial position
  • FIG. 2 shows the object according to FIG. 1 during an opening operation and in FIG
  • FIG. 3 shows the motor vehicle door lock according to FIGS. 1 and 2 when acceleration forces occur and the blocking element is in the blocking position
  • FIG. 4 shows the motor vehicle door lock according to FIG. 3 when the acceleration forces cease
  • FIG. 3 shows the motor vehicle door lock according to FIGS. 1 and 2 when acceleration forces occur and the blocking element is in the blocking position
  • Fig. 5 shows the motor vehicle door lock of Fig. 4 at first loading of the operating lever mechanism after elimination of the acceleration forces
  • a motor vehicle door lock is shown, which only shows the essential elements to be described below for the operation.
  • the motor vehicle door lock has a locking mechanism 1, 2, which in the example shown consists of a rotary latch 1 and a pawl 2 cooperating therewith.
  • a pawl 2 can in principle also attack several pawls 2 on the catch in case of need or interact with this. This is not shown.
  • the rotary latch 1 is in the functional position of FIG. 1 in the closed position (main view) and thus holds a previously captured locking pin 3 fixed. The vehicle door is closed.
  • the pawl 2 by means of an actuating lever mechanism 4th
  • a trigger lever 4 is drawn, which is rotatably mounted together with the pawl 2 about a common axis 5.
  • This axis 5 is defined by a fastened in a lock case, not shown, pin or journal.
  • the rotary latch 1 can be pivoted about an axis 6, which also corresponds to a fastened in the lock case, not shown pin.
  • a likewise not shown spring ensures that the rotary latch 1 is biased in the opening direction, as indicated by a corresponding arrow in Fig. 1.
  • the operating lever 4 and the release lever 4 is pivoted about the axis 5 in the clockwise direction, as the transition from Fig. 1 to Fig. 2 and an arrow in Fig. 1 makes clear, so provides in this case on the pawl 2 engaging trip lever 4 that the pawl 2 is lifted from the catch 1. Since the catch 1 is biased by means of the spring not shown in the clockwise direction with respect to its axis 6, the catch 1 moves clockwise at the transition from Fig. 1 to Fig. 2. The previously captured locking pin 3 and thus the motor vehicle door come free.
  • the release lever 4 may be pivoted about a not shown outside door handle or door handle in the manner described in the clockwise direction about the axis 5. The same applies to the pawl 2, as soon as the trigger lever 4 abuts against this and takes it in his clockwise motion. For this purpose, the normal operation of the motor vehicle door lock corresponds.
  • the locking element 7, 8 is also - again - in the functional representation of FIG. 7 has been achieved.
  • the blocking element 7, 8 is formed in two parts and consists essentially of a blocking pawl 7 and an acme 8 together.
  • the locking pawl 7 and the mass lever 8 are rotatably mounted, as compared to a common axis 9.
  • This axis 9 is defined by a journal or generally a pin, which is again secured in the lock case, not shown.
  • this is only an example and not restrictive.
  • the blocking pawl 7 in total mass neutral! 9 is designed compared to the said axis. That is, a center of gravity of the blocking pawl 7 coincides with the axis 9 in question.
  • the mass lever 8 has an asymmetrical mass distribution in comparison to the said axis 9. D. h., The mass lever 8 has a center of gravity S, which is spaced from the axis 9.
  • inertial forces F indicated by an arrow engage the center of gravity S of the mass lever 8 in FIG.
  • inertial forces F cause the mass lever 8 to generate a torque with respect to the axis of rotation 9 and consequently to pivot about the axis 9.
  • a movement of the mass lever 8 about the axis 9 in the counterclockwise direction is observed, as an arrow in FIG. 3 additionally indicates.
  • the mass lever 8 is equipped with a stop pin 10 which interacts with a stop contour 11 on the blocking pawl 7 as soon as the described acceleration forces or inertial forces F attack.
  • the blocking pawl 7 changes over from its release position shown in FIGS. 1, 2 and 7 in comparison to the ratchet 1, 2 into a blocking position, as shown in FIGS. 3 to 5.
  • the blocking pawl 7 is controlled by the mass lever 8 as described and takes the blockage position.
  • the blocking pawl 7 has assumed its blocking position according to FIGS. 3 to 6, it blocks with its blocking contour 12 a pin 3 of the locking mechanism 1, 2. Consequently, the locking mechanism 1, 2 is fixed as a whole by the blocking pawl 7.
  • the pin 13, which interacts with the blocking contour 12 on the blocking pawl 7, is arranged on the rotary catch 1 in the exemplary embodiment.
  • the blocking pawl 7 In any case blocks the blocking pawl 7 in the blocking position according to FIGS. 3 to 6, the pin 13 on the catch 1 and consequently the locking mechanism 1, 2 as a whole.
  • the blocking pawl 7 is also equipped with an unillustrated bistable tilt spring.
  • the tilt spring ensures that the blocking pawl 7 is held in each of its two conceivable end positions, namely the blocking position according to FIGS. 3 to 6 and the release position corresponding to FIGS. 1, 2 and 7. This is so that the mass-neutral blocking pawl 7, which is neutral in terms of its axis of rotation 9, can not assume or assume indifferent functional positions.
  • a coupling element 14 which is a coupling rod 14 in the embodiment.
  • the coupling element 14 or the coupling rod 14 is on the one hand to the
  • the blocking pawl 7 and the mass lever 8 now have respective coupling contours 16, 17 which interact with the coupling pin 15 and consequently the coupling element 14.
  • the one coupling contour 16 is designed as a lever contour 16 and is located in the mass lever 8.
  • the other second Contour 17 is in contrast to a latch contour 17, which is provided and formed in the blocking pawl 7.
  • the coupling pin 15 and also the two coupling contours 16, 17 are designed so that they can interact with one another, as will be described in more detail in detail.
  • the blocking pawl 7 and the mass lever 8 have been pivoted together about the associated matching axis 9 and at the relative position of both contours 16, 17 to each other does not change. Only when the acceleration forces are eliminated and the operating lever mechanism 4 is then acted upon for the first time in the opening sense, the blocking pawl 7 can be transferred by the then overlapping contours 16, 17 of the previously occupied blockage position in the release position. This is ensured by engaging in the overlapping contours 16, 17 coupling pin 15 on the coupling element 14. This functional state is shown in FIG. 5. It can be seen that the blocking pawl 7 assumes its blocking position unchanged. However, the mass lever 8 is returned from its caused by the attacking acceleration forces deflected position corresponding to FIG. 3 in the non-deflected starting position corresponding to FIGS. 4 and 5. This is ensured by a spring, not shown.
  • the actuating lever mechanism 4 or the triggering lever 4 according to the exemplary embodiment is in its pivoting position which opens the pawl 2 in comparison to the common axis 5. This may be deformed as a result of the engagement of the functional position according to FIG Acceleration forces or caused by these themselves. Starting from the functional position according to FIG. 4, the release lever or the actuating lever mechanism 4 and the pawl 2 are completely or partially moved back to their starting position by spring force, as shown in FIG. 5 thereafter.
  • the coupling pin 15 engage in the overlapping contours 16, 7 and in particular in the latch contour 17.
  • the actuation of the release lever 4 in the direction of opening causes the coupling pin 15 engaged in the latching contour 17 to transfer the blocking pawl 7 from its blocking position into the release position via the coupling element 14 connected to the release lever 4.
  • the blocking pawl 7 pivots about its axis 9 common to the mass lever 9 in a clockwise direction, as in the transition from FIG. 5 to FIG. 6 and finally to FIG. 7 becomes clear.
  • the blocking pawl 7 and the mass lever 8 take their original position corresponding to the normal operations back to each other again and the two coupling contours 16, 17 give their overlap each other (see Fig. 7).
  • the blocking pawl 7 releases the catch 1. Since in the process described the release lever 4 has also lifted the pawl 2 from the catch 1, the catch 1 can spring-assisted pivot into its open position, as shown in FIGS. 7 and also 2. The previously held lock bolt 3 is released. The same applies to a previously blocked and associated motor vehicle door. Following the functional position according to FIG. 7, the motor vehicle door lock returns to the normal position.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une serrure de porte de véhicule automobile, équipée d'un dispositif d'encliquetage (1, 2) et d'un mécanisme à levier de commande (4) agissant sur le dispositif d'encliquetage (1, 2). La serrure présente en outre un élément de blocage (7, 8) qui neutralise le mécanisme à levier de commande (4) en présence de forces d'accélération d'une valeur prédéfinie, par exemple en cas d'accident. Selon l'invention, l'élément de blocage (7, 8) dévié par les forces d'accélération vient en prise sur le dispositif d'encliquetage. L'élément de blocage (7, 8) retient le dispositif d'encliquetage (1, 2) également après disparition des forces d'accélération jusqu'à ce que le mécanisme à levier de commande (4) sollicite à nouveau le dispositif d'encliquetage (1, 2).
EP11817264.2A 2010-10-26 2011-10-12 Serrure de porte de véhicule automobile Active EP2633140B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010049393A DE102010049393A1 (de) 2010-10-26 2010-10-26 Kraftfahrzeugtürverschluss
PCT/DE2011/001844 WO2012055387A2 (fr) 2010-10-26 2011-10-12 Serrure de porte de véhicule automobile

Publications (2)

Publication Number Publication Date
EP2633140A2 true EP2633140A2 (fr) 2013-09-04
EP2633140B1 EP2633140B1 (fr) 2018-12-12

Family

ID=45571282

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11817264.2A Active EP2633140B1 (fr) 2010-10-26 2011-10-12 Serrure de porte de véhicule automobile

Country Status (3)

Country Link
EP (1) EP2633140B1 (fr)
DE (1) DE102010049393A1 (fr)
WO (1) WO2012055387A2 (fr)

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FR2999636B1 (fr) * 2012-12-19 2017-12-01 Lisi Aerospace Serrure pour aeronef
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DE102013209599A1 (de) * 2013-05-23 2014-11-27 Kiekert Ag Schloss für ein Kraftfahrzeug
DE102013110756A1 (de) 2013-09-27 2015-04-02 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102013110752A1 (de) 2013-09-27 2015-04-02 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102013110753A1 (de) 2013-09-27 2015-04-02 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102015112500A1 (de) * 2014-09-30 2016-03-31 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
US10526818B2 (en) * 2015-03-06 2020-01-07 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft Motor vehicle lock
US20180195315A1 (en) * 2017-01-06 2018-07-12 Magna Closures Inc. Freewheeling inertia mechanism for closure latch assembly
DE102017113880A1 (de) 2017-06-22 2018-12-27 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
CN114086839B (zh) * 2021-12-07 2022-05-24 安徽江淮汽车集团股份有限公司 一种往复式锁止机构
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Also Published As

Publication number Publication date
WO2012055387A2 (fr) 2012-05-03
WO2012055387A3 (fr) 2012-06-21
DE102010049393A1 (de) 2012-04-26
EP2633140B1 (fr) 2018-12-12

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