EP2633140B1 - Serrure de porte de véhicule automobile - Google Patents

Serrure de porte de véhicule automobile Download PDF

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Publication number
EP2633140B1
EP2633140B1 EP11817264.2A EP11817264A EP2633140B1 EP 2633140 B1 EP2633140 B1 EP 2633140B1 EP 11817264 A EP11817264 A EP 11817264A EP 2633140 B1 EP2633140 B1 EP 2633140B1
Authority
EP
European Patent Office
Prior art keywords
blocking
motor vehicle
vehicle door
lever
pawl
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
EP11817264.2A
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German (de)
English (en)
Other versions
EP2633140A2 (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
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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 cooperates 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.
  • an outside door handle especially for vehicles, with a manually operable handle which acts on actuation of an in-door lock, and with a serving as a mass-locking pivotal locking member, although normally makes in an ineffective handle operable, but due to the inertia of its mass, in an event of a crash in an effective blocking position and thereby blocks the handle, with means are provided which ensure that in the event of a crash, the locking member remains at least as long in its blocking position until acting on the outside door handle and / or the handle , caused by the crash vibrations have subsided so far that they can no longer be operated by the handle.
  • a lock mechanism having a detent position and an actuation position, wherein a first force moves the detent from the detent position to the actuated position, and an inertia sensor, wherein the inertial sensor detects the use of the inertia system and then a second force greater than the first force , which moves the locking mechanism into the operating position
  • the known crash barriers typically operate such that the actuating lever mechanism or parts thereof are blocked at the occurring high acceleration forces of predetermined size, respectively. This may result in malfunction in the subsequent action on the actuating lever mechanism, which is particularly disadvantageous in the event that, for example, arriving after an accident rescue workers want to open an associated motor vehicle door.
  • 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 flawless and easy operation of the motor vehicle door lock to be created after crash completion.
  • a generic motor vehicle door lock within the scope of the invention is defined in claim 1, wherein the deflected by the acceleration forces blocking element engages the locking mechanism and this after their elimination, ie after elimination of the acceleration forces, so long holds until the operating lever mechanism, the locking mechanism first applied 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 interacts with the locking mechanism, ie with the rotary latch.
  • the blocking element engages (directly) on the catch of the locking mechanism. In this case, the locking or preferably the catch is held even after elimination of the acceleration forces (blockage position) using the blocking element.
  • the blockade or the assumed blockage position of the rotary latch is now maintained until the operating lever mechanism acts upon the locking mechanism for the first time after such an accident or after the crash.
  • a first-time opening stroke following the crash thus results in that the blocking element conveys into a position releasing the locking mechanism and at the same time the locking mechanism experiences 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 rotary latch.
  • 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 locking mechanism or the catch Since the catch is held in the process preferably in the vicinity of its main load by means of the locking element, a lock pin captured 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 maintains and in particular no indifferent functional states are taken. The blockage position is only then abandoned and the vehicle door can only be released when the operating lever mechanism acts on the ratchets for the first time after the elimination of the acceleration forces again.
  • 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, occurring acceleration forces generally generate a torque with respect to the axis, as a result of which the mass lever undergoes a pivotal movement compared to the axis in the acceleration forces occurring.
  • 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 Acceleration forces acting on the mass lever, this is deflected with respect to the common axis with the blocking pawl. The deflected mass lever now ensures that its stop pin moves against the stop contour on the blocking pawl and can also drive. In this way, the blocking pawl substantially assumes a blockage position or a release position controlled by the mass lever. In the blocking position, 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 Lever contour on the ground lever.
  • 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, it provides for the overlapping contours engaging coupling pin for the locking pawl is transferred to the release position. D. h., The blocking pawl goes after elimination of the acceleration forces and the first time loading the operating lever mechanism of their previously assumed blocking position in 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.
  • 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 catch 1 is located in the functional position Fig. 1 in the closed position (main view) and thus holds a previously captured locking pin 3 firmly.
  • the vehicle door is closed.
  • the pawl 2 by means of an actuating lever mechanism 4th lifted off the catch 1.
  • 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 a corresponding arrow in Fig. 1 suggests.
  • the operating lever 4 and the release lever 4 is pivoted about the axis 5 in a clockwise direction, as the transition from the Fig. 1 To the Fig. 2 and an arrow in Fig. 1 makes clear that so in this case acting on the pawl 2 trigger lever 4 ensures that the pawl 2 is lifted from the catch 1. Since the rotary latch 1 is biased by means of the spring, not shown, in a clockwise direction with respect to its axis 6, the rotary latch 1 moves in a clockwise direction at the transition from the Fig. 1 to Fig. 2 , The previously captured locking pin 3 and thus the 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 release lever 4 abuts against this and takes it in its clockwise motion. For this purpose, the normal operation of the motor vehicle door lock corresponds.
  • a blocking element 7, 8 which in the already described normal operations according to the Fig. 1 and 2 is located in the starting position shown there. This starting position of the blocking element 7, 8 is also - again - in the functional representation after Fig. 7 been achieved.
  • the blocking element 7, 8 is formed in two parts and consists essentially of a blocking pawl 7 and a mass lever 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 is designed to be totally neutral in mass compared to the said axis 9. That is, a center of gravity of the blocking pawl 7 coincides with the axis 9 in question.
  • the mass lever 8 has an asymmetric 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.
  • 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 locking pawl 7 goes from their in the Fig. 1 . 2 and 7 also shown release position compared to the locking mechanism 1, 2 in a blocking position over, as in the Fig. 3 to 5 is shown.
  • the blocking pawl 7 is controlled by the mass lever 8 as described and takes the blockage position.
  • the blocking pawl 7 In any case blocks the blocking pawl 7 in the blockage position after the Fig. 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 in each case in its two conceivable end positions, namely the blockage position after the Fig. 3 to 6 and the release position according to the Fig. 1 . 2 and 7 is held. 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 Operating lever or the release lever 4 connected and on the other hand equipped with a coupling pin 15.
  • one end of the coupling element or the coupling rod 14 is connected to the operating lever mechanism or the release lever 4 in the embodiment.
  • the other end of the coupling element 14 has the already mentioned coupling pin 15.
  • the blocking pawl 7 and the mass lever 8 now have respective and interacting with the coupling pin 15 and consequently the coupling element 14 coupling contours 16, 17.
  • the one coupling contour 16 is formed as a lever contour 16 and is found in the mass lever 8.
  • At the other second contour 17th it is a latch contour 17, which is provided and formed in the blocking pawl 7.
  • the coupling pin 15 and the two coupling contours 16, 17 are designed so that they can interact with each other, as will be described in more detail.
  • Fig. 4 is the operating lever 4 and the release lever 4 according to the embodiment in its the pawl 2 opening pivoting position compared to the common axis 5. This may be due to deformation in the context of the functional position according to Fig. 3 acting acceleration forces or caused by itself. Starting from the functional position to Fig. 4 the trigger lever or the actuating lever mechanism 4 and the pawl 2 by spring force completely or partially moved back to its original position, as in the subsequent thereto in the Fig. 5 is shown.
  • the coupling pin 15 engage in the overlapping contours 16, 17 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 the 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 again and the two coupling contours 16, 17 give their overlap to each other (see. Fig. 7 ).
  • the blocking pawl 7 releases the catch 1. Since in the process described the release lever 4 at the same time the pawl 2 has lifted from the catch 1, the catch 1 can spring-assisted pivot in its open position, as in the Fig. 7 and also FIG. 2 is shown. The previously held lock bolt 3 is released. The same applies to a previously blocked and associated motor vehicle door. Following the functional position after Fig. 7 the motor vehicle door lock returns to the normal

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  • Lock And Its Accessories (AREA)

Claims (14)

  1. Serrure de portière de voiture, dotée d'un dispositif d'encliquetage (1, 2), ainsi que d'un levier d'actionnement (4) agissant sur le dispositif d'encliquetage (1, 2), ainsi que d'un élément de verrouillage (7, 8) désactivant le levier d'actionnement (4) lorsque les forces d'accélération atteignent un certain niveau, par exemple lors d'un accident, à savoir que l'élément de verrouillage (7, 8) déplacé par les forces d'accélérations joindre à dispositif d'encliquetage (1, 2) et cela vaut aussi après la perte des forces, jusqu'à ce que le levier d'actionnement (4) agisse á nouveau pour la première fois le dispositif d'encliquetage (1, 2), caractérisé en ce que l'élément de verrouillage (7, 8) joindre à du loquet tournant (1) du dispositif d'encliquetage (1, 2).
  2. Serrure de portière de voiture selon la revendication 1, caractérisée en ce que l'élément de verrouillage (7, 8) se compose de deux pièces : le cliquet de blocage (7), et le levier de masse (8).
  3. Serrure de portière de voiture selon la revendication 2, caractérisée en ce que le cliquet de blocage (7) et le levier de masse (8) sont rotatifs et montés sur le même axe (9) l'un par rapport à l'autre.
  4. Serrure de portière de voiture selon la revendication 3 , caractérisée en ce que le cliquet de blocage (7) est de masse neutre par rapport à l'axe (9).
  5. Serrure de portière de voiture selon la revendication 3 ou 4, caractérisée en ce que le levier de masse (8) présente une répartition asymétrique de la masse par rapport à l'axe (9), générant ainsi un moment de torsion par rapport à l'axe (9) lorsque les forces d'accélération apparaissent.
  6. Serrure de portière de voiture selon une des revendications 2 à 5, caractérisée en ce que le levier de masse (8) est équipé d'un tenon d'arrêt (10) interagissant avec un contour d'arrêt (11) sur le cliquet de blocage (7) lorsque les forces d'accélération apparaissent.
  7. Serrure de portière de voiture selon une des revendications 2 à 6, caractérisée en ce que le cliquet de blocage (7) est équipé d'un contour de blocage (12) interagissant avec un tenon (13) sur le dispositif d'encliquetage (1, 2).
  8. Serrure de portière de voiture selon une des revendications 2 à 7, caractérisée en ce que le cliquet de blocage (7) prend essentiellement une position de blocage commandée par le levier de masse (8) et / ou une position d'activation.
  9. Serrure de portière de voiture selon la revendication 7 ou 8, caractérisée en ce que le cliquet de blocage (7) en position de blocage bloque, à l'aide de son contour de blocage (12), le tenon (13) du dispositif d'encliquetage (1, 2), et donc le loquet tournant (1).
  10. Serrure de portière de voiture selon la revendication 8 ou 9, caractérisée en ce que le cliquet de blocage (7) est équipé d'un ressort d'inclinaison bistable maintenant le cliquet de blocage (7) en position de blocage ou en position d'activation, soutenu par le ressort.
  11. Serrure de portière de voiture selon une des revendications 2 à 10, caractérisée en ce que le cliquet de blocage (7) et le levier de masse (8) ont des contours d'accouplement (16, 17) respectifs, à savoir un contour de levier (16) et un contour de cliquet (17), pour un élément d'accouplement (14) s'y engageant.
  12. Serrure de portière de voiture selon la revendication 11, caractérisée en ce que le contour de levier (16) et le contour de cliquet (17) ne se chevauchent pas lors d'un actionnement normal, mais seulement lorsque le cliquet de blocage (7) est position de blocage et que le levier de masse (8) est en position non abaissée.
  13. Serrure de portière de voiture selon la revendication 11 ou 12, caractérisée en ce que l'élément d'accouplement (14) est d'une part raccordé au levier d'actionnement (4), et d'autre part présente un tenon d'accouplement (15).
  14. Serrure de portière de voiture selon la revendication 13, caractérisée en ce que le tenon d'accouplement (15) empiéter sur les contours d'accouplement (16, 17) se chevauchant afin de positionner le cliquet de blocage (7) de la position de blocage adoptée précédemment, en position d'actionnement une fois que prete des forces d'accélération et lors du premier actionnement du levier d'actionnement (4).
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 EP2633140A2 (fr) 2013-09-04
EP2633140B1 true EP2633140B1 (fr) 2018-12-12

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EP11817264.2A Active EP2633140B1 (fr) 2010-10-26 2011-10-12 Serrure de porte de véhicule automobile

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

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WO2024056123A1 (fr) 2022-09-16 2024-03-21 Kiekert Aktiengesellschaft Serrure de véhicule à moteur, en particulier serrure de portière de véhicule à moteur
DE102022123712A1 (de) 2022-09-16 2024-03-21 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss

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WO2012055387A3 (fr) 2012-06-21
DE102010049393A1 (de) 2012-04-26
EP2633140A2 (fr) 2013-09-04

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